region of queens municipality EXPLORING PUBLIC TRANSIT april 15, 2011 dr. muhammadhabib cities &environment unit prepared by: pilot projectdelivery feasibility study needs assessment Exploring Public Transit: Region of Queens Municipality, Nova Scotia
Document Photos Cities & Environment Unit, unless otherwise noted.
Published April 2011
Project Funded by: -- Service Nova Scotia and Municipal Relations (Nova Scotia-Transit Research Incentive Program) -- Ecology Action Centre (in-kind support) -- Region of Queens Municipality (in-kind support)
Contact Cities & Environment Unit Faculty of Architecture & Planning Dalhousie University 5257 Morris Street PO Box 1000 Halifax, Nova Scotia Canada B3J 2X4 [email protected] www.ceunit.dal.ca 902.494.3926
Would Like to Thank Our Supporters:
Presenting Sponsors:
Faculty of Architecture School of Planning and Planning
Partners and Supporters:
Spring Garden Area Business Association (logo coming)
Robert Harvey - HRM Councillor - District 20 - Lower Sackville Debbie Hum - HRM Councillor – District 16 - Rockingham - Wentworth Darren Fisher - HRM Councillor – District 6 - East Dartmouth - The Lakes Reg Rankin - HRM Councillor – District 22 - Timberlea - Prospect Dawn Sloane - HRM Councillor – District 12 - Halifax Downtown Sue Uteck - HRM Councillor – District 13 – Northwest Arm – South End Jennifer Watts - HRM Councillor – District 14 - Connaught - Quinpool Acknowledgements
Thank you to the following people for their advisory role on the project:
Natalie Aisthorpe, Nova Scotia Utility and Review Board, Motor Carrier Division Maggy Burns, Ecology Action Centre Barry Butler, South Shore Regional School Board Vicki Conrad, MLA, Region of Queens Bernie Swan, Nova Scotia Transportation and Infrastructure Renewal Georgina Dimock, Service Nova Scotia and Municipal Relations Rene Frigault, Service Nova Scotia and Municipal Relations Marcus Garnet, Halifax Regional Municipality Laena Garrison Wayne Groszko Owen Hamlin, Councilor, Region of Queens Municipality Jen Powley, Ecology Action Centre Greg Sewell, Service Nova Scotia and Municipal Relations
Thank you to the staff, students and volunteers of the following Region of Queens institutions, organizations and community groups that participated in focus sessions and interviews:
Liverpool Regional High School Liverpool area employers North Queens Nursing Home North Queens Community School North Queens Board of Trade Region Of Queens Municipality Seniors Activity Group South Queens Junior High School South Shore Regional School Board
Thank you to the community members who participated at the two public sessions, and to those who completed the Exploring Public Transit survey.
Table of Contents
Executive Summary i 1.0 Introduction 1
PROJECT BACKGROUND 2 CONTEXT: REGION OF QUEENS MUNICIPALITY 3 METHODOLOGY AND COMMUNITY ENGAGEMENT 9
2.0 Guiding Principles 11 3.0 Needs Assessment 13
UNDERSTANDING ORIGINS AND DESTINATIONS 13 FINDINGS: OVERALL 16 FINDINGS: BY USER GROUP 21 NEEDS ASSESSMENT SUMMARY 26 4.0 Case Studies 29 5.0 Proposed Models 33
SUMMARY OF PROPOSED MODELS 33 COMPLEMENTARY SERVICES 34 MODELS CONSIDERED NOT FEASIBLE 34
6.0 Feasibility Study 37
ASSESSMENT OF SERVICE MODELS 37 7.0 Making the Case: Pilot Project Delivery Plan 49 8.0 Conclusions 59 Appendices 61
APPENDIX A - NEEDS ASSESSMENT SURVEY QUESTIONS 61 APPENDIX B - PROJECT PROMOTIONAL MATERIALS (POSTERS, MEDIA, ETC.) 63 APPENDIX C - EXISTING SCHOOL BUS ROUTE INFORMATION 65 Executive Summary
6 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 Executive Summary
Across Nova Scotia communities are investing in public transit systems to better serve their citizens. Understanding of the many benefits of providing public transit As of November 2010, there were service is growing as is awareness of the risks of continuing to rely solely on the thirty-four licensed organizations in private automobile to meet the transportation needs of residents, especially in rural the province providing either regularly areas. The ongoing trend of rising fuel prices, the cost of building and maintaining scheduled or dial-a-ride type public 1 roads, environmental impacts and an aging population make convenient, reliable and transportation services to residents. This number will continue to grow as affordable alternatives to driving more attractive. additional communities and regional Cities & Environment Unit and Dr. Muhammadd Habib were contracted by the partnerships develop local public transit Ecology Action Centre to explore options for providing public transit service in the solutions to meet the transportation Region of Queens Municipality (hereafter “the Region”), with a focus on making needs of their citizens. the best use of existing resources. This report describes an assessment of the need for transit in the Region, four possible models for providing transit service to residents, 1. Groszko, Wayne. (2010). Which Way Forward? and a plan for delivering a pilot of the preferred public transit model. A Public Transit Map for Nova Scotia. There is an obvious need for public transit in the Region, particularly amongst seniors who either do not drive, or anticipate a time in the near future when they will no longer be able to drive. While the need for transit amongst the working population is less obvious, there is no doubt an untapped demand from daily commuters looking for a more affordable way of getting to and from work. Residents who participated at the public sessions contributed to the development of a set of Guiding Principles meant to guide the design of a transit system for the Region; these residents see The benefits of a public transit system transit that is accessible and affordable for all as an investment in maintaining and include: enhancing the quality of life in the Region of Queens. • Ensures an equitable and inclusive While designing a public transit service for the Region is challenging given the transportation system: approximately relatively small and dispersed population, this study illustrates that opportunities 30 percent of Nova Scotians do do exist and that a model for providing service is feasible and has great potential not drive, including youth, seniors, for success. Using the significant number of empty seats on the fleet of school buses persons with disabilities and persons currently operating in the Region is a tremendous opportunity to provide transit with low incomes. service to residents with minimal additional capital and operating expenses. This • Transit provides commuters with a practical alternative to travel by car, idea, although somewhat unconventional, has been successfully tried in at least 30 thus protecting the local work force communities across Canada and the United States.1 The school bus model, combined from the potential impacts of rising with a dial-a-ride component, is ultimately identified in this study as the preferred fuel prices. model for the Region of Queens context. • Money not spent on fuel, insurance This report concludes with recommendations for a new public transportation authority and the automobile sector is more in the Region and next steps for launching a pilot project. The new Queens Transit likely to stay in the local economy. authority would coordinate and oversee all components of the public transportation • Reduces automobile dependency and greenhouse gas emissions: in Canada service, including the transport of students to school. A new community-based transit personal transportation accounts users group, in partnership with the Municipality and the South Shore Regional for 57 percent of the transportation School Board, would play a key role with Queens Transit. The group would champion sector’s greenhouse gas emissions. the service and help build community awareness and support that will go a long way • Promotes healthy lifestyles: Public toward overcoming potential challenges. Moving forward with the delivery of this health is better in cities oriented service is a unique opportunity for the Region to take the lead on providing public around public transportation because transit service using this innovative approach. The success of the service would lead transit riders also walk and cycle more the way for other Nova Scotia communities, and would be a source of pride for to access public transportation. Region of Queens residents.
1. Transportation Research Board. (1999). TCRP Report #56: Integrating School Bus and Public Transportation Services in Non-Urban Communities.
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | i 1.0 Introduction
ii | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 1.0 Introduction
In a rural municipality, with a relatively low population density, dispersed settlement Kehimkujik Bridgewater National Park Caledonia areas and aging demographic, designing and implementing a public transit system LUNENBURG COUNTY that meets residents’ needs and is feasible from a cost perspective can be challenging. Despite these challenges, investing in public transit service is critical to ensuring Pleasant eld Port Medway the long-term sustainability of rural communities. Across Nova Scotia, citizens are SHELBURNE COUNTY making it clear that they want improved access to a variety of transportation options Milton Brooklyn Liverpool Western Head beyond the private automobile. Investing in walking and bicycling infrastructure, White Point public transit services and more welcoming pedestrian environments is a way to Port Mouton revitalize communities and improve quality of life for residents while helping to 203 103 Shelburne reduce Nova Scotia’s carbon footprint.1 Lockeport As residents age, their options for independent transportation diminish while their need for access to services increases. With many younger people leaving the region for post-secondary education, employment or other reasons, seniors who depend on family members for transportation to medical appointments, the grocery store or entertainment have fewer options. Transit has to meet needs of all members of the community, particularly seniors and youth. There are many young people within the Region who are dependent on their parents or the local school buses for transportation. Providing alternatives for young people can engage them more in community activities, as well as encourage them to stay within the Region after school.
Public transit is not just for people who cannot afford to own and operate private vehicles. It should be a viable option for all residents, no matter their income or mobility.
In order for public transit to work, the Region of Queens Municipality (hereafter “the Region”) needs to adopt a long-term view. This study is an important step in understanding the current context, local needs and opportunities. A proposed pilot project (see section 7.0) is a first step in building an integrated, sustainable transportation system, of which public transit is a key element. The pilot is something that the region can try, learn from and build on. In our view, it is worth implementing a piece of a public transit system in the near future as an investment in the larger picture of how people will get around within the Region in the future, as well as connect to neighbouring municipalities. One of the Region’s biggest advantages is its proximity to so many destinations in the province -many within 90 minutes. It is likely that the Region’s first public transit project would be piloted in the core area of South Queens (Liverpool, Brooklyn, Milton), which has the greatest concentration of both population and destinations.
Increasingly, rural municipalities are seeking to broaden their transportation choices as a means to better meet the needs of their residents and become more sustainable. This
1 Ecology Action Centre. (2008). A Green Mobility Strategy for Nova Scotia. Appendix C: Public consultation, p. 96-100. www.ecologyaction.ca/files/images/file/Transportation/GMG.pdf (accessed April 26, 2010) Ecology Action Centre and Cities & Environment Unit. (2010). Municipalities for Green Mobility: A Guide to Action on Sustainable Transportation for Nova Scotia.
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 1 initiative will provide the Region with a way to increase opportunities in a province where rural municipalities are struggling to compete with larger urban centres. As with many rural municipalities in the province, the Region has experienced a steady decrease in population over the last twenty years. That being said, residents enjoy a high quality of life with access to excellent community, social and institutional services. The Region’s largely rural and dispersed population of over 10,000 residents spans a large geographical area, presenting a unique set of challenges to developing efficient and sustainable public transportation choices. Better connecting the commercial and economic hub of Liverpool to surrounding communities and towns will become increasingly important as the Region of Queens strives to attract residents, visitors and investors.
project background
This project builds on the Ecology Action Centre’s (EAC) previous work on sustainable transportation in rural Nova Scotia, and specifically research investigating the potential of using existing school bus service as a component of a public transit system for the Region of Queens Municipality (Region of Queens). They presented a preliminary report to the South Shore Regional School Board (SSRSB) in the fall of 2009, which was well-received. Significant interest and support from local MLA Vicki Conrad has also provided impetus for further research into providing public transportation in the Region.
This specific study investigates the feasibility of public transportation inthe Liverpool area with a focus on pooling of existing services to maximize benefit to the community. This project is an exciting opportunity to advance both EAC and the Region’s sustainability goals by firmly establishing community support and Guiding Principles for public transportation in the Municipality, and in particular the Liverpool area. The project’s focus is on developing an appropriate local option for public transportation that meets the needs of residents, improving connections and quality of life.
2 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 context: region of queens municipality g e o g r a p h y
The Region of Queens Municipality is located in southwestern Nova Scotia. It is bordered by Shelburne County to the West, and Lunenburg County to the East. Annapolis County is to the Northwest. Its is located in convenient proximity to many other regional centres, including Yarmouth, Bridgewater and Halifax.
Nova Scotia Region of Queens Liverpool
N
0 25 50 100 km
Population per Square Kilometre, 2006 Census by Municipality
0 30 60
Kilometres County Population Density of Victoria 1,000.1 - 4,200.0 (0) County of Inverness 100.1 - 1,000.0 (27)
20.1 - 100.0 (7) Cape Breton Regional Municipality 9.1 - 20.0 (9)
Town of Town of 4.1 - 9.0 (7) Amherst Town of Antigonish Town of Port Pictou Hawkesbury Town of 0.0 - 4.0 (5) Town of Town of Mulgrave Oxford Trenton Town of County of Richmond County of Town of Westville Cumberland Springhill Town of New County of Glasgow County of Town of Colchester Antigonish Parrsboro County of Town of Town of Pictou Stellarton Town of Canso Truro District of Guysborough Town of District of Wolfville Town of St. Mary's District of Town of Stewiacke Town of East Hants Kentville Town of Hantsport Middleton Town of Berwick Town of Town of Windsor Bridgetown District of County of West Hants Halifax Regional Town of Annapolis Kings Municipality Royal Town of District of Digby County of Chester Annapolis District of District of Lunenburg Digby Town of District of Town of Mahone Bay Clare Bridgewater
Town of District of Region of Queens Lunenburg Argyle Municipality District of District of Yarmouth Shelburne
Town of Town of Yarmouth Shelburne Sable Island (Halifax Co.) October 2008 District of Barrington Town of Lockeport
Town of Source: Clark's Harbour Municipality - Nova Scotia Geomatics Centre Population - Statistics Canada, 2006 Census Crown copyright 2008, Province of Nova Scotia, all rights reserved. Water/provincial boundaries - DMTI CanMap v2007.4
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 3 demographics
Region of Queens Liverpool
total population 11,170 (2006) 6,553 % population change -10.1% (1996 - 2006) -12.4%
FEMALE MALE FEMALE MALE 85+ 85+ 80-84 80-84 75-79 75-79 70-74 70-74 65-69 65-69 60-64 population 60-64 55-59 55-59 50-54 50-54 45-49 by age and gender 45-49 40-44 40-44 35-39 (2006) 35-39 30-34 30-34 25-29 25-29 20-24 20-24 15-19 15-19 10-14 10-14 5-9 5-9 0-4 0-4 600 500 400 300 200 100 0 0 100 200 300 400 500 600 300 250 200 150 100 50 0 0 50 100 150 200 250 300
modal split (2006)
10.0% 8.8% 0.4%
79.9% 8.5% 76.4% 9.7%
0.6% 0.8% 0.3% 0.4% 0.5% 1.2% 1.1%
single occupancy vehicle multiple occupancy vehicle public transit walking cycling motorcycle Data source: Nova Scotia Community Counts, 2006. http://www.gov.ns.ca/ taxicab finance/communitycounts/default.asp other method
4 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 m a j o r e m p l o y e r s in t h e r e g i o n
Employer Information Sobey’s (Liverpool) - 55 employees - Shifts between 7:30 am - 10 pm - Store hours 8 am - 10 pm daily - Only 4-5 employees work back shift - Mostly from Liverpool / Milton / Brooklyn, a few from Charleston & Bridgewater Superstore (Liverpool) - 100 employees (40% students working part-time) - Staff at the store 24 hours a day, 7 days a week - Shifts: 6 am start; 3 am start (rare); 8 am start (most) - Minimum shift is 4 hours; full-time work 8 hours - Most employees live 5-10 minute drive away - Some travel up to 45 minutes by car Mersey Seafood (Liverpool) - 30 full-time employees; 50 part-time - Ages: two under 40, mostly 40-80, average is 50s - Hours from 8 am - 5 pm - 70% of staff live within 5-7 km (Liverpool, Brooklyn, Milton) Home Hardware (Liverpool) - 15 employees (aged 20-60, no students) - Shifts: 8 am - 5:30 pm; 8 am to 9 pm (Thurs & Fri) - Most employees from Liverpool - One from Danesville (23 km NE of Liverpool) Freeman Lumber (Greenfield) - 125 full-time, full-year employees - Shift: 5 am - 2:30 pm; 7 am - 4:30 pm; 2:30 - 11 pm - 32 km North of Liverpool - Employees travel from Lunenburg County, Chelsea area, North Queens, Greenfield Village, Port Mouton and Liverpool Bowater Mersey Paper Company (Liverpool) - 280 full-time employees: 140 shift workers, 140 day workers (average age late 40s) - 12 hr shifts: 8 - 8 (day & night) - Day workers: 8 am - 4pm - Majority of employees travel from Liverpool area, some from Lockeport, Caledonia, East River, Port Mouton, Milton, Lunenburg County, Brooklyn McDonalds (Liverpool) - 50 mostly full-time employees (majority are High School students and recent graduates under age 20) - Restaurant hours: Mon. - Thurs. & Sun., 5am - 12am; Fri & Sat., 5am - 1am - Shifts: 4:30am - 1:30/2:00pm; 11am - 7pm; 4pm - 12am/1am - Adults aged 30 - 40 generally work early morning shifts - Most employees travel from Liverpool, some from Brooklyn Queens General Hospital (Liverpool) [Contacted during the study - did not hear back to confirm information] Online Support (Liverpool) - Approximately 130 employees [Contacted during the study - did not hear back to confirm information]
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 5 e x i s t i n g s c h o o l b u s r o u t e s in t h e r e g i o n o f q u e e n s municipality
LEGEND
Note BUS ROUTE 110 (High School)
Most school buses serving these routes BUS ROUTE 110 (Elementary) make two AM and two PM runs daily (e.g., early AM run to the High school BUS ROUTE 112/116 (High School/Elementary) and Junior High; later AM run to the elementary schools). See School Bus BUS ROUTE 113 Route table in Appendix 3 for details. BUS ROUTE 114
BUS ROUTE 115
BUS ROUTE 117
BUS ROUTE 120
BUS ROUTE 121
BUS ROUTE 122 (High school)
BUS ROUTE 122 (Elementary)
6 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 e x i s t i n g s c h o o l b u s r o u t e s in t h e l i v e r p o o l a r e a
MILTON
LIVERPOOL
BROOKLYN
LEGEND
BUS ROUTE 111
BUS ROUTE 111(2)
BUS ROUTE 114
BUS ROUTE 118
BUS ROUTE 118 (2)
BUS ROUTE 118 (3)
BUS ROUTE 119
BUS ROUTE 121
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 7 e x i s t i n g transportation s e r v i c e p r o v i d e r s
Service Providers Vehicles & Passengers Trips & Service Hours BJ’s Taxi no data no data (Liverpool) Grezaud’s Taxi - one vehicle - hours of operation: (Liverpool) M-Th 7:30 am - 9:00 pm (close when it’s not busy); F 7:30 am - 2 am (busiest night) JM’s Taxi - one vehicle (PT Cruiser) - operates 24/7 (Liverpool) - busiest times 9 am - 12 - trips to work, school, store Taxi 1 no data no data (Liverpool) Tango Shuttle Service no data - offers shuttle to/from Halifax airport / Taxi - offers shuttle to/from Digby ferry (Caledonia) - on demand service for hostel guests (Caledonia Country Hostel); special rates for guests from Kip & Kaboodle in Lunenburg, Port Mouton International Hostel or Digby Backpackers Inn Queens Association for - 3 vans (3 for group home; 1 - works with physically and mentally challenged adults Supportive Living shared with day program) - school to work transition program (ROQM) - transports 40 people daily - day program operates M-F - peak hours: 7-10 am, 2-4 pm North Queens Nursing - small bus - peak times: business hours, appointments, activities, recre- Home - users are residents of the nursing ation (Caledonia) home (billed a fee $12 per trip in - pick up / drop off residents - day program 2 days / week Queens County) (year round) Queens Manor - small bus (12 person + wheel- - demand responsive trips based on medical, hair and other (Liverpool) chair access) appointments - users are residents of the nursing home (billed a fee $12 per trip in Queens County) Hillsview Acres - one van (10-12 passenger + - trips primarily for social purposes (Greenfield) wheelchair access) - individual and sporadic - 28 bed facility - funded by Department of Health South Shore Work - bus - bus travels to Chester (morning) and back to Liverpool Activity Program (evening) daily
VON no data - operates Meals on Wheels (Liverpool) - transports people to medical, hair appointments - shares the van with the RCMP Trius Bus - large tour bus - scheduled service from Halifax to Yarmouth (Yarmouth-->Halifax) - stops at Irving (hard for people to get there)
SSRSB (school buses) - 13 school buses in the Region - buses run duplicate routes because SQJH/LRHS starts at - average of 55 passengers per bus 7:30 am, and elementary school at 9 am (based on 13” rump) - total of 50 trips per day (am / pm) New taxi service no data no data started (Caledonia)
8 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 methodology and community engagement
In order to understand the potential for public transit in the Region of Queens Municipality, several elements contributed to the needs assessment: focus groups, interviews, workshops and a survey. The project team held focus groups with service providers, seniors and high school students. During these sessions, we mapped key origins and destinations within the Municipality. We also discussed people’s experiences traveling within the region. Interviews were conducted with major employers in the area to understand the needs of their staff, including typical shifts and current transportation options.
An open community workshop was held on February 12, 2011 to further explore where people traveled to within the Municipality. We also developed Guiding Principles to inform and direct the quality and type of transit services that residents would like to see. A needs assessment survey was distributed to all focus group and workshop participants, as well as made available online. A total of 125 surveys were completed in a two-week period providing some base data to work from.
The project was advertised in the local paper, The Advance, on the Region of Queens website, as well as on the radio. Posters were displayed at major destinations, including post offices, grocery stores and municipal offices.
Following the needs assessment, an Open House was held on March 8 to present preliminary findings, share information about the proposed public transit service models and obtain feedback from community members.
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 9 2.0 Guiding Principles
10 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 2.0 Guiding Principles
At the first Public Session, participants were asked to identify the fundamental characteristics of a public transit service for the Region of Queens Municipality. Some common themes emerged from the discussion, which informed the development of these draft Guiding Principles. These Principles will act as filters through which various models for delivering transit service can be tested for suitability. Guiding Principles also inspire best practices and innovative policy changes.
1. Ensure public transit services are accessible and affordable for all ages, income levels and abilities.
2. Connect residents to their daily needs, including employment, education, shopping, health services, social networks and recreational opportunities.
3. Ensure that public transit services are convenient and well integrated with other modes of transportation, including pedestrian travel.
4. See public transit service as a tool for economic development, and an investment in maintaining and enhancing quality of life for Region of Queens Municipality residents.
5. Communicate and promote any public transit services that are offered, and ensure that information on how to access the services is available to all residents.
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 11 3.0 Needs Assessment
12 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 20115.3 Public Transportation 3.0 Needs Assessment understanding origins AND destinations During focus sessions and public meetings, participants shared their trip origin and destinations on a map (on the next two pages). Most major employers and destinations are within Liverpool or adjacent Brooklyn, defining this core area (perhaps extending to Milton) as the primary daily destination for most residents. While there has been speculation that consolidation may occur with some of the Region’s elementary schools, as of March 2011 no closures are projected for at least the next three years. With the exception of Mill Village Consolidated and Milton Elementary schools, South Queens’ schools are also located in Liverpool (Wickwire Academy, South Queens Junior High and Liverpool Regional High School). A new middle school (Grades 6-8) will be built in South Queens in 2013. The location is still to be confirmed, however evaluation factors include accessibility, walking, environmental issues, demolition and land costs.
We also explored where people live and travel to within North Queens. There is a disconnect between the northern and southern portions of the Municipality. Students in North Queens travel to North Queens School (in Caledonia). Caledonia is also the hub of local employment and services in North Queens. While some residents and students take regular trips into the Liverpool area, many also travel to Bridgewater for their shopping, medical, entertainment and other needs. The travel time to Bridgewater is about the same as to Liverpool from Caledonia (45 minute drive). Apparently, the road between Caledonia and Bridgewater was paved before the road to Liverpool, establishing travel patterns that persist today.
Public transit works both for residents and visitors. The Region of Queens has a wealth of museums, galleries and tourist destinations. Other popular destinations include Kejimkujik Parks (inland and seaside), Fort Lighthouse Park, beaches, the Astor Theatre as well as the Queens Place Recreation Centre, currently under construction. There are numerous community groups, events, festivals and suppers throughout the year. Public transit would ensure residents can enjoy all that the region has to offer, as well as promote Queens as a year-round destination.
As people are aging, many are moving into Liverpool (or Bridgewater) for better access to services and amenities without having to rely on a vehicle. Many residents have also moved from Queens County to Bridgewater or HRM because of easier access to services, or proximity to family members who have moved.
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 13 t r a v e l destinations in t h e r e g i o n o f q u e e n s municipality
start of trip end of trip major destinations
14 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 t r a v e l destinations in t h e l i v e r p o o l a r e a
start of trip The maps on this page and the previous end of trip page were created with participants at major destinations the two public sessions, and several of the focus group sessions. Participants were asked to use coloured dots to illustrate their daily travel patterns in the Region, in addition to some of the major destinations that would likely generate demand for public transit service.
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 15 findings: overall
A total of 125 residents responded to the survey (either on paper on online). Many of these responses came from the Liverpool area. The chart below provides distribution of respondents by community (self-identified). Given the limited time available for the study, this response rate is helpful in understanding local transportation needs and preferences. It is not, however, an exhaustive or complete account of the entire population of the Region (11,170 people). The findings are presented initially in See Appendix A for needs assessment summary form to provide an overview of key trends and facts. Further detail is survey questions categorized under the three user groups: students, working adults and seniors.
Respondents Distribution
Liverpool
Port Mouton
Port Medway
Brooklyn
Northfield
Caledonia
Bangs Falls
Greenfield
Brookfield
Port Joli
Charleston
Western Head
White Point
Milton
Mount Pleasant
Eagle Head
Hunts Point 9% 2% East Berlin 7% Under 16 16-19 East Poet Medway 6% 20-29 48% Mill Village 30-39 13% 40-49 0 12.5 25.0 37.5 50.0 50-59 a g e a n d g e n d e r distribution 15% 60-65 65+ Close to half (48%) of survey respondents were over the age of 65. However, one- fifth (20%) of the Region’s population is over 65 (2006 census data) so we know that 9% seniors are over-represented in this survey. This is in part due to the interest level and 2% 7% participationUnder 16of seniors (most people who participated in the study were seniors). In 10% addition,16-19 politicians, staff and service providers affirm that seniors in the municipality 6% 20-29 9% 48% have the30-39 greatest need for public transportation of some type. During this study, we Own 13% did not40-49 speak with many junior high or elementary school aged children, who are Frequent Access most 50-59dependent on their parents for transportation. The needs of this segment of No Access 15% 60-65 the population65+ could be explored in subsequent research. While slightly over half of 81% the municipality’s population is female, over two-thirds of survey respondents were women.
16 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 10% 9% 6% 18% Full-time Own Part-time Frequent Access 13% Student No Access Retired 81% 5% Other 59%
6% 18% Full-time Part-time 13% Student Retired 5% Other 59% 9% 2% 7% Under 16 16-19 6% 20-29 48% 30-39 13% 40-49 50-59 15% 60-65 65+
10% 9% e m p l o y m e n t s t a t u s Own Frequent Access Due to the high percentage of senior respondents, it is not surprising that the survey No Access captured predominantly the needs and trips of retired residents (58% of respondents). This means that the survey alone81% did not reflect the needs of many working age adults in the community (31% of respondents are working either full or part-time). Because of this, in addition to the survey the team also interviewed major employers in the area to understand staff travel patterns and needs. Many people who are working have their own vehicles, or have arranged to carpool with colleagues.
6% 18% Full-time Part-time 13% Student Retired 5% Other 59%
9%9% 2%2% UnderUnder 16 16 7%7% For those without vehicles, taxis are a 16-1916-19 a c c e s s t o v e h i c l e popular option. 6%6% 20-2920-29 48%48% A vast majority of residents (81%) own their own vehicle. Many30-39 of30-39 these respondents Taxi fare structure indicated a low personal need for public transit, due to their independent mobility. 13%13% 40-4940-49 • $5 within Town limits However, many noted that as they age and may no longer be able to drive, public 50-5950-59 • $8 from Liverpool to Brooklyn or transit would be of great importance. In a rural municipality with no existing public 15%15% 60-6560-65 Milton transit services, it is not surprising that people own vehicles65+ since65+ this is the most • $1 extra per additional stop reliable option for transportation to and from work, as well as other destinations • $55 to Bridgewater within the municipality. • $60 to Caledonia • $170 to airport • $170 to Halifax/Dartmouth
10%10% 9%9%
OwnOwn FrequentFrequent Access Access No AccessNo Access 81%81%
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 17
6%6% 18%18% Full-timeFull-time Part-timePart-time 13%13% StudentStudent RetiredRetired 5%5% OtherOther 59%59% m o d e o f t r a v e l t o w o r k
Currently, most people who are working travel in their own vehicle (78% drive themselves to work). A number of people walk or bicycle to work (8% and 2% respectively). One respondent indicated that public transit “would really encourage safe walking and bike lanes”. This view of transit as part of a larger active community mobility network is very important in terms of local quality of life. It also recognizes that public transit is not the only option for people getting from point A to point B; one system or model will not meet the needs or all residents for all trips. Encouraging safe walking and cycling routes connected to a public transit system will improve local infrastructure for a variety of modes of travel. Taxis were not used for work trips.
6% 8% Driver 6% Ride with family member 2% Ride with friend/relative/neighbour Taxi Walk Bicycle 77% Other
“I spend about $78 on gas every two weeks... Anything that cuts down on the amount I drive wouldDriver be great.” 24% 29% Ride with family member Ride with friend/relative/neighbour m o d e o f t r a v e l t o s c h o o l Taxi 5% Walk For those5% respondents currently in school, aboutBicycle one-quarter (24%) rely on school buses. Our analysis of empty14% seats (capacity) onOther school buses supports this, with most Quotation Sources School bus buses operating24% at about half-capacity. The largest number of respondents (28%) Unless otherwise noted, the quotations 6% drive to school8% themselves. Many of the highDriver school students we spoke with during highlighted in this section are from the study6% had their own vehicles or regular accessRide to with a family family vehicle, member and often drive residents who responded to the Exploring 2% Ride with friend/relative/neighbour Public Transit survey - both the online to school. Some of them indicated that this wasTaxi the only way they could participate and paper versions. in extracurricular activities like sports or clubs.Walk Car travel is the predominant mode of transportation8%1% for all school trips (66%). JuniorBicycle High and High School students 5% 77% DriverOther who live within the Town of Liverpool walk toRide school; with therefamily is memberno school bus service within9% Town. About the same proportion of studentsRide with bike friend/relative/neighbour or walk to school (10%) as adults getting to work. Again, taxis were not Taxiused for trips to school. 60% Walk 16% Bicycle Other Driver 24% 29% Ride with family member Ride with friend/relative/neighbour Taxi 5% Walk 5% Bicycle 14% Other 24% School bus
18 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 8%1% 5% Driver Ride with family member 9% Ride with friend/relative/neighbour Taxi 60% Walk 16% Bicycle Other 6% 8% Driver 6% Ride with family member 2% Ride with friend/relative/neighbour Taxi Walk Bicycle 77% Other
m o d e o f t r a v e l f o r o t h e r t r i p s Driver For non-daily24% trips, 29% such as grocery shopping,Ride with entertainmentfamily member and medical Ride with friend/relative/neighbour appointments, most residents drive. A total Taxiof 61% drive themselves in their own vehicles,5% while 25% get a ride with family or friends.Walk A similar proportion of residents (9%) use5% active transportation (walking, cycling)Bicycle to reach their destinations for non- 14% Other work or school trips. In contrast to work andSchool school bustrips, some residents (5%) rely on taxis for 24%other trips. Many focus group participants indicated that they use taxis for monthly grocery trips, as it’s more convenient to have door-to-door service to carry home a large load of groceries.
8%1% 5% Driver Ride with family member 9% Ride with friend/relative/neighbour Taxi 60% Walk 16% Bicycle Other
“I think public transit is a good idea, but it has to be reliable.”
w h a t m i g h t e n c o u r a g e y o u t o u s e p u b l i c t r a n s i t ?
The number one factor that would encourage people to use public transit is 4%10% 11% convenience (34%). It is reasonable that people do not want to have to walk great If it were faster distances to get to a transit stop, or have to wait a long time for a ride. A related factor 18% If it cost less is reliability (23%); people wanted to be able to count on public transit to show If it were convenient 23% If it were reliable up on schedule, through various weather conditions and at different times of day. Will not use Another 18% indicated that they would be inclined to use public transit if it cost less Unsure than their current mode of travel (typically private vehicle or taxi). As oil prices rise, 34% transit may become a more attractive option for many people.
Some respondents (11%) indicated that they will not4% use10% public transit, while others 11% (4%) were unsure. One could infer that these people have reliable access to their own If it were faster vehicle and prefer traveling that way, or that they currently walk18% or bicycle to their If it cost less destinations and do not really need public transit. This could also include people who If it 9%were6% convenient3% 23% If it were reliable like things the way they are. In addition, it can be hard to ask people to speculate Will not use on transit demand. Without experiencing and trying public transit, people may Work 29%Unsure 30% School assume the worst - that transit will be inconvenient, dirty,34% unreliable or costly. Some Shopping of these reasons support the idea of implementing a pilot project, to demonstrate the Entertainment feasibility of transit as well as to build more interest in ridership over time as people Medical appointments 23% Other test the system out for themselves.
9% 6% Exploring Public Transit: Region3% of Queens Municipality, Nova Scotia - April 2011 | 19 Work 29% 30% School Shopping Entertainment Medical appointments 23% Other p u r p o s e o f p u b l i c t r a n s i t t r i p s 4%10%4%10% Most11% respondents11% would use public transit for so-called discretionary trips - non- If it wereIf it faster were faster daily excursions to 18% places for18% shopping (30%), medicalIf it cost appointmentsIf itless cost less (29%) and entertainment (23%). Very few respondents said theyIf itwould wereIf ituse convenient were public convenient transit for 23%either23% trips to work (6%) or school (3%). However, itIf is it important wereIf it reliable were to recall reliable that half or more of survey respondents were retired seniors, soWill likely notWill would use not not use be traveling Unsure either to school or work on a regular basis. Given that this demographicUnsure has indicated 34% the greatest interest in34% and need for public transit, it makes sense to consider options for meeting the need for demand-responsive trips since most people would be using transit at very different times of the day, depending on their destination.
6% 9% 9%3%6%3%
Work Work 29% 29% 30% 30% SchoolSchool ShoppingShopping EntertainmentEntertainment MedicalMedical appointments appointments 23% 23% Other Other
“The impact of having a transit system in our community would be huge. People who do not have access to reliable, affordable transportation are at a significant disadvantage as they cannot get to medical appointments, recreation opportunities, grocery stores or food banks, employment opportunities, etc. We have to find a service that can be easily accessible for this population - affordable and provide good coverage of the community.”
willingness t o u s e p u b l i c t r a n s i t
A majority of respondents (83%) would be willing to use public transit if it were 6% available in the Region of Queens. Only 10% stated they would be unwilling to use 10% transit, while another 6% were unsure. Comments at the end of the survey indicated that people who were unsure might be convinced to take transit if it lived up to the Guiding Principles, particularly being convenient and affordable.
Again, given the predominance of retired senior respondents, it is not surprising 84% that daily trips ranked the lowest in terms of how often someone would use transit (8%). Access to transit a few times a week (35%) or at least weekly (23%) capture most of the trips people would like to make. A great example of a weekly destination for many seniors is the Lions Club, where the Seniors Activity Group meets every Willing Thursday afternoon. A number of their members (14 out of 72 members, or 19%) do Unwilling not have access to transportation to come to the meetings. Unsure
20 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011
6% 17% 15% Nothing $1.00 $1.50 15% $2.00 Other 48% 6% 10%
84% willingness t o p a y f o r p u b l i c t r a n s i t t r i p s
It is encouraging to see that the majority of respondents are willing to pay for transit (94%). Comments from focus group participants indicated that residents did not want to see their taxesWilling increase; the survey results support that there is interest and willingness to considerUnwilling a user-pay or user-subsidized system. The largest proportion (47%) are willing to Unsurepay $2.00 per trip, which is comparable to what trips cost in may other rural areas. Several people would be willing to pay more than $2.00 per trip, depending on distance (for example, if transit connected Liverpool to Bridgewater, or provided links between Caledonia, Liverpool and Bridgewater). A few respondents indicated they would pay up to $5.00 per trip for public transit.
6% 17% 15% Nothing $1.00 $1.50 15% $2.00 Other 48%
findings: by user group
There are three predominant user groups in the Region - students (under age 20), working adults (age 20-65) and seniors (age 65+). Each warrants specific discussion to understand their needs and patterns. s t u d e n t s
Recreation Many students do not have access to after school activities (sports, clubs) because of lack of transportation. Participants felt that most youth that are on sports teams or part of summer leagues are from the Liverpool area because they can travel to the activities much more easily. There is unequal access to these opportunities for kids who live outside of Town. It can be difficult for youth to participate in after school sports practices or leagues, particularly when their parents work shift work and they cannot count on them for a ride. Others have to wait around after school (from 2 to 5 pm) until their parents can drive them home. Participants said that this would not be so much of an issue if there were places for young people to hang out or have fun in the afternoons. There is no youth centre, the library closes at 4 pm (and is not open on Mondays) and there really are no other places where students feel welcome.
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 21 The new recreation centre in Liverpool, Queens Place, is going to be an important after school, evening and weekend destination for youth. Its location is not very convenient for pedestrians, so it would be important for transit to connect here from Brooklyn, Milton and the residential areas of Liverpool.
Employment Teenagers are also interested in part-time work; many jobs would require access to a vehicle making it less accessible for all youth to pursue this kind of employment. One student lamented how she has her own car, and her part-time wages essentially cover her travel expenses (gas, insurance, etc.) so she urged her classmates not to get their own cars.
Education Students felt that getting to school in the mornings on the bus works fairly well; however, after school the buses leave promptly (because each bus has to do two afternoon runs) so if you are late or have anything to do after school, students have no way to get home. In terms of post-secondary education, most students will be leaving the Region of Queens due to lack of opportunities. Many will attend Nova Scotia Community College (NSCC) in Bridgewater, while others are heading to Halifax to go to university.
Barriers Transportation barriers specific to high school students relate primarily to the fact that these are new, inexperienced drivers, and include weather and road conditions, driving at night and wildlife (especially an issue driving from North to South Queens). Access to vehicles and transportation is also a barrier, as many young people rely on parents, friends or family.
Public Transit Trips Young people were very interested in public transit. They also felt that younger students (junior high) would appreciate transit since they do not have licenses or friends who drive. Their primary trips would be to and from school, a late afternoon (4 or 5 pm) pick up for after school activities, as well as an evening run (7-10 pm) after hockey, movies and recreation. They also thought it would be great to have access to transit on weekends, particularly for recreation and social activities.
w o r k i n g a d u l t s
Employment For work trips, it seems that most adults either have access to a vehicle, or have arranged car-pooling with other employees. People felt that regular, daily commuter trips do not represent the greatest need or opportunity for public transit, since they are easier for people to coordinate. One councilor felt that people in Queens need to take more initiative to coordinate rides and connect with each other, which would improve transportation options for many residents. Others suggested that the Municipality could play a role in coordinating ride-sharing through a website. It is
22 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 apparent that working age adults are aware of the costs of individual transportation; when gas prices increase, local carpool lots are always full.
From interviews with employers, it seems that most people live relatively close to where they work, often within a 5-10 minute drive. For people living and working in Liverpool, many also walk to work in pleasant weather. Most of the major employers in Region are located in the core area of Liverpool, Brooklyn and Milton, making it a natural hub and destination for vehicle and transit trips. This pattern supports the idea of public transit that brings people to the core during work hours, and back out to surrounding communities in the evening. In addition to public transit, it was felt that the Region should support and invest in active transportation since several employees currently do walk or bicycle to work, and more would be encouraged to do so with safe, continuous routes and end-of-trip facilities (e.g., Bowater offers bicycle parking for staff).
Recreation Participants also identified a need for transit for “after work” activities (6 pm- midnight). People want to have fun and be social, but do not always have reliable transportation to get to their destination. In addition, with the reduced BAC (blood alcohol content) limit for drinking and driving, more residents are wary of going out for dinner, having a glass of wine, and then driving home. Public transit and taxi-sharing could support social, evening activities. Some people thought that investing in public transit could lead to overall improvements in active transportation infrastructure such as sidewalks and bicycle paths that would connect people to major transit stops, and provide a network of recreational paths, trails and routes. All of these factors contribute to improved quality of life for residents, which in turn attracts young families and new residents to the Region.
Barriers The prevalence of shift work in many places of employment can make itharder to coordinate carpooling with other commuters, since peak hours shift depending on the job. At Bowater, for example, the spare system is challenging for arranging carpooling and ride-sharing, since shifts change frequently, and some workers may be asked to work overtime the day of. In addition, the cost of owning and operating a vehicle may be a barrier for some people working minimum wage jobs. Many people raised concerns about weather (particularly winter storms) that make transportation challenging; they hoped that public transit might provide a more reliable way to travel during inclement weather. As far as employers are aware, few employees have issues with transportation to work. None of the employers interviewed offer incentives or support for transportation.
Public Transit Trips Working age adults seem to have two primary types of trips: traveling to work, and after-work entertainment. Several people indicated that they run errands on the way to or from work, to reduce the total number of trips they need to take in a given day or week. Part of the reason why most working adults rely on personal vehicles to get to work is that they have to; no other viable alternatives, besides walking or bicycling for those who live close enough, exist in Region. People count on their vehicles to get
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 23 them where they need to go when they need to get there. A large majority (92%) own their own vehicles. Many survey respondents indicated that if transit were convenient and reliable, they would be inclined to take it to work as well as other destinations. This is an important aspect to consider if the intent of providing public transit is both to improve access as well as encourage people to take other modes of transportation besides a single occupant or personal vehicle.
s e n i o r s
Heath and Medical Trips Most seniors who participated in the meetings and survey indicated that transportation for health and medical reasons was often a challenge. Many seniors who no longer drive rely on family members to take them to appointments, often as far away as Bridgewater or Halifax. Some cited inconvenient appointment times as a barrier, as having to be in Bridgewater for 6 or 7 am for tests and procedures can be difficult. Within the Town of Liverpool, some seniors walk to the hospital while most either drive themselves or catch a ride.
With many of their children and grandchildren leaving the Region for employment, education and other reasons, it can be hard for seniors to know who to depend on for rides. Other participants told us that residents are quite independent, and do not feel comfortable asking for help or support. The Region also has a number of nursing homes and seniors apartments. While some of the nursing homes offer transportation to their residents (primarily for medical appointments), there is still a sense of isolation particularly in North Queens. The Victorian Order of Nurses (VON) also offers wheelchair accessible transportation service in Liverpool.
Shopping Shopping is another main destination for seniors. Seniors days at the local grocery stores, as well as cheque days (end of the month) for those on Old Age Security or other social assistance, are busy days at both Sobey’s and Superstore. Because these grocery stores have moved out of downtown Liverpool to the commercial area across the bridge, it is less convenient for most seniors and residents to get to them. Many people used to walk to the grocery store in town. Often seniors rely on taxis to travel to and from the grocery stores, which offers door-to-door convenience particularly when carrying several shopping bags, but is also fairly costly per round trip. People “save up” their big grocery shopping for a monthly excursion because of this. Both Sobey’s and Superstore indicated that they call taxis for many of their customers, often seniors. Home Hardware delivers to a handful of senior customers; however, we did not hear of any other businesses offering a delivery service.
Entertainment and Recreation Many of the seniors who participated in the project are very active and involved in their community. The Seniors Activity Group (SAG) meets every Thursday afternoon at the Lions Club. This is a very popular destination and could be supported by a weekly shuttle service or public transit. The group’s coordinator mentioned that parking is sometimes an issue for their members, as well as climbing up the hill to the club. Despite these concerns, the groups numbers keep growing, which indicate that
24 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 despite perceived transportation challenges, if people are going to something they Transportation Ideas enjoy, they will find a way to get there. Seniors participate in many other community • Transit from Caledonia to Liverpool organizations and clubs throughout the Region. Several people indicated that they (or Bridgewater) should stop in do not like driving at night (for those who still drive) or sometimes it is difficult to Greenfield get a ride with a friend or neighbour to participate in the community’s wide offering • Transit should make the shortest of social activities. direct trips possible (e.g. don’t want to travel all the way to Bridgewater just to go to Liverpool, if coming Barriers from Caledonia - triangle route). Mobility is one of the most significant barriers as people age. Many seniors no longer • Coordinate taxi-sharing at the end of feel comfortable driving, or are unable to drive, even if this used to be their primary the month (on cheque days). mode of transportation. While many seniors in the Region are active, others may • Reinstate grocery delivery service not be able to walk very far to get to a transit stop, for example. Some have mobility (used to have service from Mill Village; Liverpool grocery stores challenges, and may require accessible vehicles or wheelchair transportation. Public should also offer delivery service) transit vehicles should therefore be accessible, particularly to meet needs of seniors. • Dedicated seniors transit (50+) for social events (bingos, Legion, TGIF, Public Transit Trips Friday night fever, SAG, etc.) Seniors’ needs differ quite significantly from students and working age residents of the • Clear communication to passengers Region. While the other user groups may be more likely to take transit to commute (to to find out if transit is on time (e.g. phone number at stops, sign at stops, school or work), seniors are traveling at different times of day throughout the week, website, etc.) primarily for shopping and medical appointments. These trips are more discretionary, • Double-decker bus (combine school and are often sporadic or unpredictable; as such people are currently relying on family trips with adults - deal with issue of and friends or taxis to respond to their travel needs. While a fixed route public transit having both age groups together on system would definitely serve and attract seniors, the types of trips they wantto one bus) make require something more flexible and individualized. Another aspect of making • Sponsorship or advertising for transit from local businesses (e.g. Cole Ford transit convenient for seniors is to coordinate with medical appointments and other sponsors the Seafest shuttle in the scheduled activities to ensure that people can get where they need to go. summer) • Summer beach shuttle! • Building for youth near Queens Place (youth centre - skate park, café, hangout)
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 25 needs assessment summary
In general, there was more expressed demand for discretionary or irregular trips (e.g., shopping, medical appointments, entertainment) rather than commuter trips. This could in part be due to current lack of transportation options, leading individuals to depend on their own vehicles to get to work or post-secondary education. In addition, we heard mostly from seniors, whose frequency of work and school trips is minimal or non-existent compared to travel to other activities.
Residents in North Queens have transportation needs as well, particularly since the various communities are quite dispersed. Given the low population density, it is likely that a different service model would have to be considered for this area, as compared to South Queens with so many more residents and major employers. North Queens would like to see better connections to Liverpool and Bridgewater.
The study found that there is significant support and demand for public transit within the Region. That being said, residents also expressed clearly that they did not want to see their taxes increase or have to pay high user fees for the service. A compromise, and infusion of public funding, could balance the demand with the costs.
26 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 27 4.0 Case Studies 4.0 Case Studies
“Rural transit systems combat isolation, promote independent living, boost the local economy and remove vehicles from the road leading to measurable greenhouse gas reductions.” www.ecologyaction.ca Based on an understanding of local context and transportation needs, we selected a number of relevant case studies. These examples come from many rural communities and small towns that are inventing local solutions and transit systems to respond to current and future needs. They have all seen transit as an essential service, and a basis for improving local quality of life through access to services, social connections and broader networks outside of their communities.
The case studies include: • Shared school buses • Vanpooling • Paratransit • Shared taxis • Small-scale fixed-route public transit • Freight with passengers
While no public transit system is “off the shelf,” each of these examples provides interesting lessons in developing and creating an appropriate system for the Region. They also demonstrate that various models are indeed possible, and have been implemented in a number of different ways. Some use existing local resources, while others build on the strength of community volunteers.
Shared School Buses: South Carolina and Québec
In South Carolina, Chesterfield County Coordinating Council worked with the local school district to implement a program where parents, school volunteers and school employees can request to ride on regular high school bus routes. School bus drivers were supportive because they were glad to have an extra adult on the bus to help them keep an eye on the students. Photo Source: Chris Devers, flickr
Within Canada and the United States certain jurisdictions integrate school bus and public transportation services. More than two decades ago, the Province of Quebec passed a regulation allowing adults to travel on school buses with students. There was resistance from a few school boards, stemming from parents fears’ of strangers mixing with their children. These fears have proved unfounded. One school board, la Commission Scolaire des Chênes, has carried 200 adults a day for 20 years without a single complaint.
Photo: Alex Grant, www.flickr.com
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 29 vanpooling: Ada County Highway District’s Commuteride Vanpools, Idaho USA
Ada County’s Commuteride vanpools are similar to large carpools, with groups of 11 to 14 commuters who share similar commute trips and work schedules. Commuteride provides passenger vans to groups who are interested in starting a vanpool. Van drivers are members of the vanpool and often do not pay the monthly fees in exchange for Photo: bunchofpants, www.flickr.com the duties they perform as drivers. Individuals who wish to drive must go through an application and training process prior to getting behind the wheel of a Commuteride Van. Most vanpools have more than one driver.
Commuteride vanpool passengers may be co-workers, friends, neighbors and/or family members. The vanpools work best when members work near each other. Members frequently meet in one or two common locations, such as a Park and Ride, to board the van at the beginning of a day’s trip.
Vanpool passengers share the cost of the vehicle and its operation by paying an equitable monthly fare. Commuteride oversees all maintenance, insurance and provides drivers Photo: supafly, www.flickr.com with a fuel card to pay for gasoline. Commuteride also offers a variety of commute incentives that may further help members reduce the cost of their commute.
Members of Commuteride’s vanpools can access their Guaranteed Ride Home programs, designed to get members home in the case of an emergency. Source: www.commuteride.com
Paratransit: Le Transport de Clare, Nova Scotia
Along the Fundy coast, Le Transport de Clare aims to provide accessible and affordable transportation for all community members. In operation since 1996, Le Transport de Clare, which is part of the province-wide Dial-A-Ride program, credits its success to Le Transport de Clare’s fleet community volunteers. Claredon Robicheau, volunteer founder and co-ordinator of the service, said that 90 per cent of the program is run by volunteers. “It is very much community-based and very much community-supported,” said Mr. Robicheau. The program is available to all residents of Clare, but the focus is on people with disabilities, seniors aged 55 or older and people with low incomes. The service can pick up residents at home, take them where they need to go and return them later in the day. It is essential for those who cannot afford transportation by other means to travel to medical appointments, job interviews and other activities.
Up to one-third of the funding for Dial-A-Ride comes from the provincial government, while non-profit community-based organizations raise the rest of the funds.
Source: www.gov.ns.ca/news Photo: www.ecologyaction.ca
30 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 Shared Taxis: Québec
Taxibus and INTER-Taxibus are demand-responsive services operating on weekdays in Rimouski, Québec. Taxibus passengers can travel between any two of 350 designated stops, sharing taxis that are dispatched in a manner to maximize occupancy. INTER- Taxibus passengers can travel within either of two outer service zones, or between these zones and the Taxibus zone. All trips are made without transfers and leave within 15 minutes of the scheduled time.
In 2004, Taxibus and INTER-Taxibus provided 81,000 passenger trips with an average occupancy of 2.9 passengers per trip, an average fare of $2.64 and a revenue/cost ratio of 45 percent. The services receive a municipal subsidy of about $180,000 annually. This is a lower per-capita rate than conventional transit services in comparable Québec communities.
Taxibus shows that public-private partnerships with the taxi industry can improve public mobility in an affordable manner. Since 1999, this concept has been used in other smaller cities in Québec, and variations have appeared in cities across Canada. small-scale fixed-route transit: King’s Transit, Nova Scotia
Kings Transit runs services through the Annapolis Valley between the North and South Mountains of Nova Scotia from Weymouth to Hants County. It is frequently recognized as an excellent example of a small-scale transit service. In 2005, the service was awarded the National Transit Corporate Innovation Award. Four municipal units - Kentville, Wolfville, Berwick and Kings - formed the Kings Transit Authority through an inter-municipal agreement. Service through these “core” areas is financed through the fare box at a rate of 64 percent. In areas that have contracted service, cost recovery of 100 percent is expected through a combination of fare box and municipal service agreements.
Freight with Passengers: United Kingdom
A number of countries have developed “postbuses” for service in rural areas where there is no other form of passenger transportation. With this service, mail delivery vehicles also carry people. A network of Royal Mail Postbus routes exist across England and Scotland. As of 2006, Royal Mail operates more than 200 services, often only once or twice a day. In areas without other forms of public transportation, catching a ride with the postbus offers one transportation option where there would otherwise be no option at all. Photo: JWU, www.flickr.com
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 31 5.0 Proposed Models 5.0 Proposed Models
Service Design Considerations
Based on direction from the Ecology Action Centre’s original Request for Proposals for this project, our understanding of the local context in the Region and the outcomes of the Needs Assessment, we developed the following Service Design Considerations as a complement to the Guiding Principles developed by residents at the first Public Session. These Service Design Considerations informed our design of the proposed service models described in this section.
• Maximize use of existing resources • Design for flexibility and adaptability • Respond to the Needs Assessment and Guiding Principles Summary of Proposed Service Models
We proposed the following four service models as appropriate options to explore further in the Service Model Evaluation component of this project. We presented the four service models and two complementary services at the March 8th Open House in Liverpool. We since have added a third possible complementary service: a Guaranteed Ride Home program that would help support a shift from private automobile travel to public transit. Based on feedback from residents at the Open House, discussions with the Advisory Committee and the outcomes of the Needs Assessment, we further refined the design of each of the potential service models.
1: s c h o o l b u s r e g u l a r s e r v i c e
• Vehicles: existing school buses • Route: existing routes plus limited additional stops • Limited additional cost • Limited accessibility • Extensive service area
2: s c h o o l b u s h y b r i d s e r v i c e
• Vehicles: existing school buses • Route: existing school bus routes + additional pre-scheduled school bus trips (Brooklyn Connector and Milton Loop) • Demand responsive component • Extensive service area
3: f i x e d r o u t e c o m m u n i t y t r a n s i t
• Vehicles: small bus • Routes: Brooklyn Connector and Milton Loop • Potential to draw higher ridership
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 33 Public session and focus group 4: d e m a n d - r e s p o n s i v e c o m m u n i t y t r a n s i t participants shared a number of issues and opportunities related to transportation • Vehicles: small bus in the Region. • Route and schedule are flexible • Door-to-door, dial-a-ride service Transportation Issues: • Particularly suited to needs of seniors • Non-licensed taxi drivers operating in the Liverpool area • Taxi fare structure not regulated by the Region complementary services • Concern that providing public transit One or more of the following three complementary services could enhance any of would interfere with taxi business • None of local taxis are accessible the four service models described in the next section. These complementary services • Hard to coordinate transportation have not been considered as part of the Service Model Assessment, but are explored services (for residents, clients) further in Chapter 7 for the preferred model. • Providing transportation is expensive • How do people get around once they arrive in Liverpool? 1. f i x e d r o u t e s h a r e d - t a x i s e r v i c e s
Transportation Opportunities: • Vehicles: small bus or large van • Route: to be determined • The school bus heading from Mersey • Integrates existing taxi services into public transit system Point out to Port l’Hebert is empty (available capacity) until it picks up 2. v a n p o o l i n g / r i d e - m a t c h i n g students. • The school bus that picks up students • Organized vanpooling in Greenfield (local pick up and • Develop ride sharing protocols (e.g., rules and conditions for drivers and delivery to elementary school) drives out and back from Liverpool area passengers) empty every day. • Community-based initiative • Gilbert Jackson at the SSRSB is creating a GIS database of the school 3. t a x i s p r o v i d e g u a r a n t e e d r i d e h o m e board’s bus routes, including those in the Region of Queens. The data • Supports shift to transit use should be available in April and will • Integrates local taxi services into public transit system be useful in further developing a pilot project. Models Considered Not Feasible
The following three models were explored in the early stages of the project. Based on our conclusion that these models are not feasible or appropriate for the Region, we did not include them in the Service Model Assessment.
Fixed Route Conventional Bus Service Model • Insufficient population density • Costly option Freight-With-Passenger Model • Lack of potential partners Shuttle Service Model • Better suited to long-haul trips
34 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 35 6.0 Feasibility Study 6.0 Feasibility Study assessment of service models
Below we describe the following characteristics of each of the four service models:
• Service Plan Definition • Service Hours • Anticipated Transit Ridership Trips or person trips refers to a transit passenger’s one-way ride on a transit • Vehicle Type service. A trip is not necessarily the same • Fare Structure as a rider or passenger as individual riders • Costs or passengers may take multiple transit • Benefits trips within a defined period of time. • Future Potential of the Service Model • Challenges g e n e r a l characteristics o f t h e m o d e l s
Service Area Models 1 and 2 connect most populated areas within the Region of Queens Municipality to major centres in either North or South Queens based on the existing geographic coverage of all school bus routes currently operated by the South Shore Regional School Board.
The two fixed routes (Brooklyn Connector and the Milton Loop) described in Models 2 and 3 target the Liverpool, Brooklyn, Milton area as this is where the greatest concentration of residents and trip generators are located within the Region. Trip generators include major employers and institutions, shopping destinations and recreational facilities such as the Queens Place recreation centre currently under construction.
The demand-responsive component of Model 2 and the demand-responsive only model, Model 4, serve South Queens as this is where the greatest concentration of residents and trip generators are located. Based on the success of this model, an additional vehicle could be purchased to serve North Queens, with Caledonia as the base for the service.
Fare Structure Forty-seven percent of survey respondents indicated that they would be willing to pay up to $2.00 for a one-way trip on public transit; several respondents indicated they would be willing to pay more than $2.00 per one-way trip depending on distance.
A $2.00 one-way fare is recommended for all school bus-based trips and for Model 3: Fixed Route Community Transit. All fares would be collected through a farebox installed on all buses offering public transit service.
A $4.00 one-way fare is recommended for the demand-responsive component of Model 2 and the demand-responsive only model, Model 4. This fare would apply
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 37 within the core area of Liverpool, Brooklyn and Milton. Fares would increase for trips originating or terminating beyond the core area.
To attract riders to public transit services, it is important that fares are competitive with the cost of other transportation options, including travel by car and taxi. It is reasonable to assume that the fare structures of all the models will not recover the full costs of providing the service. Starting up and operating any of the four models will require some form of subsidy.
assumptions
Travel Time for Fixed Routes Total travel times for the two fixed routes, the Brooklyn Connector and Milton Loop, are based on an average speed over the full length of the route of 25 km/hour. This allows for delays and the boarding and disembarking of passengers at bus stops. The total travel time for the two fixed routes is used to calculate the service hours for Models 2 and 3.
Anticipated Transit Ridership Calculation The Canadian Urban Transit Association’s (CUTA) 2007 Fact Book includes data indicating that fixed-route transit with a service-area population of 10,000 to 15,000 can expect ridership of 11 person trips per service hour; a service area population of 5000 to 10,000 can generate 10 person trips per service hour. For the purpose of evaluating the four service models proposed in this study, we have applied the more conservative rate of 8 person trips per service hour to the fixed-route components of the proposed service models, including all school bus routes. This rate is based on the actual trips-per-service-hour rate of Nova Scotia’s Kings Transit, which operates a fixed-route service through the Annapolis Valley between Weymouth and Hants County.1 Estimating ridership for the school bus-based services of Model 1 and 2 is particularly difficult due to the unique nature of the models - data on the trips- per-service-hour rates of school bus-based public transit systems that mix students with transit passengers is not currently available. Also, the existing base of student passengers on school buses is a factor not allowed for in the trips-per-service-hour rate of 8. A more detailed calculation of potential demand for transit is possible, but beyond the scope of this study. The anticipated ridership calculations described in this section are sufficient for evaluating the relative feasibility of each model.
For the demand-responsive component of Model 2 and the demand-responsive only model, Model 4, we have applied the rate of 2.1 person trips per service hour as per CUTA’s data on trips per service hour for a demand-responsive service with a service area population of 5000 to 10,000.
Existing School Bus Resource Model 1 and the school bus component of Model 2 are based on the assumption that all 20 buses currently operated by the School Board in North and South Queens will
1. HDR, iTrans. (2009). Municipality of the District of Lunenburg: Public Transportation Feasibility Study.
38 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 be providing public transit service in addition to the transport of students to school (refer to the School Bus Capacity table in Appendix C).
School Bus Capacity Because the physical size of students varies, the capacity of school buses varies depending on the age of students. We have made the following school bus capacity assumptions: • Elementary: 72 students • Junior High: 60 students • High School: 55 students • Adults: 55 people We used a conversion factor to estimate the total number of current adult-equivalent trips (10,755) made by students on school buses each week, and the total number of current adult-equivalent empty seats (5575) on school buses each week.
School Bus Operating Costs The School Board currently charges $0.60/km and $25/hour (for the driver) to charter one of its buses. These rates have been used to estimate the costs of the additional pre-scheduled school bus trips for the School Bus Hybrid Model.
1. s c h o o l b u s r e g u l a r s e r v i c e
Service Plan • General public co-mingles with students on existing routes • Monday through Friday service • Transit passenger would pre-book ride 24 hours in advance to confirm a seat. • Transit passengers sit at the front of the bus. • Buses will pick up transit passengers at existing school bus stops • For buses travelling to Liverpool Regional High School and South Queens Junior High (current location), the buses would make three additional stops: »» Stop at the Irving on Bristol Ave. before dropping students at the school (connects to Trius Halifax-Yarmouth bus) »» Stop at Queens General Hospital after dropping students at the school »» Stop on Main St. at Gorham St. after dropping students at the school • For buses travelling to Wickwire Elementary, buses would make two additional stops: »» Stop at Queens General Hospital after dropping students at the school »» Stop on Main St. at Gorham St. after dropping students at the school • Recommend that drivers receive additional training specifically geared to public transit drivers. • No service on days that schools are closed due to weather or school holidays (status of schools available on SSRSB website and announced on local radio: CKBW & CBC). Service Hours Based on the School Board’s existing school bus service, this model generates 327 service hours per week (65.4 service hours per day).
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 39 Anticipated Transit Ridership Based on a rate of 8 trips per service hour, 327 service hours per week translates to an anticipated ridership of 2616 trips per week. This is in addition to the current student ridership. There are currently 5575 empty adult-equivalent seats available on school buses each week, more than sufficient to meet the anticipated ridership.
Vehicle Type • Existing South Shore Regional School Board yellow school buses. • One wheelchair accessible bus is available in ROQM (Route #119) Costs • No additional vehicle capital or operational costs. • Requires bus stop amenities such as a sign, route map and schedule at additional non-school stops, and ideally all school bus stops. Benefits • Potential to shift AM-peak daily work trips from SOV to transit and thus reduce GHG emissions and air pollution. • Very wide geographical coverage (all ROQM communities) • Connects most communities to major destinations (i.e., Liverpool in South Queens, and potentially Caledonia in North Queens) • Maximizes use of existing resources • Early PM trips convenient for seniors returning home from Liverpool • Co-mingling of students and general public has potential community building benefits Future Potential of this Model • Introduce pre-scheduled trips as per Hybrid Model.
2. s c h o o l b u s h y b r i d s e r v i c e
Service Plan School Bus Component The school bus component of the Hybrid model is the same as the School Bus Regular Service Model, except that it provides full-year service and includes the following additional pre-scheduled trips on two fixed routes:
BROOKLYN CONNECTOR • 4 x one-way trips (served by 1 school bus) • 11:00 AM round trip (originating in Liverpool) • 5:30 PM round trip (originating in Liverpool) • 10 km one-way (Liverpool - Hwy 3 - Great Hill Rd. - Nickerson Pond Rd. - Elm St. – Hwy 3 – Brooklyn) • Total stops: 11. Stops include: »» Queens General Hospital in Liverpool »» Main St. at Gorham St. in Liverpool »» Irving service station on Bristol Ave. (could connect to Trius Halifax- Yarmouth bus service) • Total travel time for round trip: 48 minutes
40 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 • Total additional km: 40km/day; 200km/week • Total additional service hours: 48min. x 2 = 1.6 hours/day; 8 hours/week Milton Loop • 2 x complete loops (round trip served by 1 school bus) • 12:00 PM round trip (originating in Liverpool - coordinated with arrival of Brooklyn Connector service in Liverpool) • 5:00pm round trip (originating in Liverpool) • 12.7 km for complete loop (Queens General Hospital - Main St./Market St. - Potanoc St. (2nd bridge) - Main/Market St. – Queens General Hospital) • Total stops: 12. Stops include: »» Queens General Hospital in Liverpool »» Main St. at Gorham St. in Liverpool »» Irving service station on Bristol Ave. (connects to Trius Tours bus service. Yarmouth to Halifax, M-Sat.: 9:40 AM; Sun. & holidays: 1:40 PM; Halifax to Yarmouth, M-Sun. & holidays: 8:20 PM. • Total travel time for round trip: 30 minutes • Total additional km: 25.4km/day; 127 km/week • Total additional service hours: 1 hour/day; 5 hours/week Demand Responsive Component • Dial-a-ride service serving South Queens • Monday through Friday service • Pre-booked: passengers call the driver. Driver coordinates passenger pick-up. • Door to door service • Will connect major destination areas – pool riders to relatively common destination areas • Priority will be given to trips originating and ending in the Core Area (Liverpool, Brooklyn and Milton) • Although priority will be given to passengers not able to access school bus-based transit due to physical mobility challenges, the service is open to all residents. Service Hours Existing School Bus Routes • 65.4 service hours/day; 327 service hours/week Pre-scheduled School Bus Trips • 2.6 service hours/day; 13 service hours/week Demand Responsive Component • AM peak, Mid-day, PM Peak, Evening • Monday through Friday • 12 service hours/day; 60 service hours/week Anticipated Transit Ridership • Total anticipated trips: 2616 + 104 + 126 = 2846 trips/week School Bus Component • Capacity of pre-scheduled school bus trips: 55 adults/bus
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 41 • Existing school bus routes: 327 service hours/week x 8 trips/ service hour = 2616 trips/week (in addition to existing student trips) • Pre-scheduled school bus routes: 13 hours/week x 8 trips/service hour = 104 trips/week Demand Responsive Component • 60 hours/week x 2.1 trips/service hour = 126 trips/week Vehicle Type Demand Responsive Component • (1x) Community Bus with seat capacity 16 to 26 (+standees) • Capital cost: $180,000 (New); $20,000 – $50,000 (Used) • Low-floor and wheelchair accessible • Good capacity – will meet demand for seniors as well as other types of riders • Can be maintained by regular service centres Costs • Cost of additional pre-scheduled school bus service: $0.60/km and $25/hour for the driver. • Operation of pre-scheduled school bus trips: »» Based on the total length of the two fixed routes, additional weekly costs for the school buses are $196.20. [(200km + 127km) x $0.60/km] »» Based on the additional service hours for the pre-scheduled trips, additional weekly driver costs are $325 (13 hours/week x $25/hour) »» School bus drivers are currently paid for a minimum of 5 hours per work day. There may be some efficiencies to be found in using drivers that are not driving for a full five hours for the pre-scheduled school bus trips (see School Bus Route table in Appendix 3). • Operation of existing school bus routes on a full-year basis: »» These costs will be determined by the additional service hours required to provide transit service during the summer months and on school holidays. Summer service would be on select routes only, chosen based on observed ridership over the first 10 months (regular school year) of operation. • (1x) Community Bus: capital cost: $180,000 (New); $20,000 – $50,000 (Used) • Vehicle maintenance and storage • Fuel • Drivers (demand responsive component) • Bus stops and shelters • Administration Benefits • Potential to shift AM and PM-peak daily work trips from single occupant vehicles (SOV) to transit and thus reduce greenhouse gas (GHG) emissions and air pollution. • Very wide geographical coverage (all ROQM communities) • Connects most communities to major destinations (i.e., Liverpool in South Queens, and potentially Caledonia in North Queens) • Maximizes use of existing resources • Opportunity to capture AM and PM-peak mandatory daily work trips
42 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 • Late AM and early PM trips convenient for seniors • PM-peak trips convenient for youth participating in extra-curricular activities • Co-mingling of students and general public has potential community building benefits • Demand responsive component: »» Appropriate for low demand and dispersed settlement »» Efficient for non-work trips (shopping, medical appointments, etc.) »» Vehicle is mobility aid accessible »» Serves the needs of aging population. »» Overwhelming support for this type of service at the Open House »» Flexible hours of operation, e.g., could provide some evening service Future Potential of this Model • Add additional pre-scheduled school bus trips on additional routes. • Add weekend service • Expand demand responsive service area and number of vehicles. • Implement demand responsive component in North Queens. • Pool existing vehicles currently operated by individual institutions and organizations. • Contract transit service to local institutions and organizations.
3. f i x e d r o u t e c o m m u n i t y t r a n s i t
Service Plan • Fixed route conventional transit service • Two small wheelchair accessible buses • Two routes (Brooklyn Connector and Milton Loop) connect relatively densely populated communities to Liverpool • Serves daily AM and PM-peak mandatory trips to major employment centre • Monday through Friday service • Full-year service Brooklyn Connector • 4 x one-way trips • 7:00 AM round trip (originating in Brooklyn) • 11:00 AM trip Brooklyn to Liverpool • 5:30 PM trip Liverpool to Brooklyn • 10 km one-way (Liverpool - Hwy 3 - Great Hill Rd. - Nickerson Pond Rd. - Elm St. – Hwy 3 – Brooklyn) • Total stops: 11. Stops include: »» Queens General Hospital in Liverpool »» Main St. at Gorham St. in Liverpool »» Irving service station on Bristol Ave. (could connect to Trius Halifax- Yarmouth bus) • Total travel time for one-way trip: 24 minutes • Total km (4 x one-way trips): 40km/day; 200km/week Milton Loop • 3 x complete loops (one direction, round trip)
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 43 • 7:30AM round trip (originating in Liverpool - coordinated with arrival of Brooklyn Connector service in Liverpool) • 11:00AM round trip (originating in Liverpool) • 5:30PM round trip (originating in Liverpool) • 12.7 km for complete loop (Queens General Hospital - Main St./Market St. - Potanoc St. (2nd bridge) - Main/Market St. – Queens General Hospital) • Total stops: 12. Stops include: »» Queens General Hospital in Liverpool »» Main St. at Gorham St. in Liverpool »» Irving service station on Bristol Ave. - could connect to Trius Tours bus service: Yarmouth to Halifax, M-Sat.: 9:40 AM; Sun. & holidays: 1:40 PM. Halifax to Yarmouth, M-Sun. & holidays: 8:20 PM. • Total travel time for round trip: 30 minutes • Total km (3 complete loops): 38.1 km/day; 190.5 km/week Service Hours • Brooklyn Connector: 24minutes x 4 = 1.6 service hours/day; 8 hours/week • Milton Loop: 30 minutes x 3 = 1.5 service hours/day; 7.5 hours/week • Total: 15.5 service hours/week Anticipated Transit Ridership • 15.5 service hours/week x 8 trips/ service hour = 124 trips/week Vehicle Type • (2x) Community Buses with seat capacity 16 to 26 (+standees) • Capital cost: $180,000 (New); $20,000 – $50,000 (Used) • Low-floor and wheelchair accessible • Appropriate capacity • Can be maintained by regular service centres Costs • Vehicle capital costs: $180,000 (New); $20,000 – $50,000 (Used) per bus • Vehicle maintenance & storage • Fuel • Drivers • Bus stops & shelters • Administration Benefits • Potential to capture relatively high ridership • Fixed route service reinforces denser land-use patterns, which in turn generates higher ridership • Potential to shift AM and PM-peak daily work trips from SOV to transit and thus reduce GHG emissions and air pollution. • Late AM trips convenient for seniors • PM-peak trips convenient for youth participating in extra-curricular activities • Vehicles are mobility aid accessible Future Potential of this Model • Increase frequency of service as demand increases • Add weekend service
44 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 • Develop additional routes • Add demand responsive component that can feed fixed routes
4. d e m a n d - r e s p o n s i v e c o m m u n i t y t r a n s i t
Service Plan • Dial-a-ride service serving South Queens • Monday through Friday service; full-year service • Pre-booked: passengers call the driver. Driver coordinates passenger pick-up. • Door to door service • Will connect major destination areas – pool riders to relatively common destination areas • Priority will be given to trips originating and ending in the Core Area (Liverpool, Brooklyn and Milton) • Will connect major destinations; pool riders to relatively common destinations Service Hours • Monday through Friday • 12 hours/day; 60 hours/week x 2 = 120 hours/week Anticipated Transit Ridership • 120 service hours/week x 2.1 trips/service hour = 252 trips/week Vehicle Type • (2x) Community Buses with seat capacity 16 to 26 (+standees) • Capital cost: $180,000 (New); $20,000 – $50,000 (Used) • Low-floor and wheelchair accessible • Good capacity - will meet demand from seniors as well as other riders • Can be maintained by regular service centres Costs • Vehicle capital costs: $180,000 (New); $20,000 – $50,000 (Used) per bus • Vehicle maintenance, vehicle storage, fuel • Drivers & administration Benefits • Appropriate for low demand and dispersed settlement • Efficient for non-work trips (shopping, medical appointments, etc.) • Vehicles are mobility aid accessible • Serves the needs of aging population. • Overwhelming support for this type of service at the Open House • Flexible hours of operation, e.g., could provide some evening service Future Potential of this Model • Will require a fixed route service to attract other types of riders, create more interest in transit and make the model viable. Service Model Assessment Table on • Add weekend service following page (pg. 46): Notes • Expand demand responsive service area and number of vehicles. • Scores reflect relative evaluation only • Implement demand responsive component in North Queens. • When two models score equally for • Pool existing vehicles currently operated by individual institutions and the same criteria, the next consecutive organizations. number (i.e., 1, 2, 3 or 4) is omitted • Contract transit service to local institutions and organizations
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 45 C 13 M odel 4 Score = 1 Score = 1 Score = 3 Score = 2 Score = 2 Score = 2 Score = 2 Score Community Transit Demand-Responsive No existing resource available existing resource No to serve all age-groups Possible (although it would incur longer travel population) time for working serviceDoor-to-door is advantageous for seniors all-day service Demand-responsive for AM and PM-peak Inconvenient trips (core service coverage area Moderate served; well issues exist with the area outskirts) 252 trips/week (120 service 60 hours hour per week; each vehicle) of two purchase Capital cost: requires (2) community buses cost: veryOperating high (service hours: 120 service ) hours per week depending on to add vehicles Possible the success of model a toward to adapt model Difficult transit system comprehensive • • • • • • • • • • • • 9 D Transit M odel 3 Score = 1 Score = 2 Score = 2 Score = 1 Score = 1 Score = 1 Score = 1 Score Fixed Route Community No existing resource available existing resource No can be served age-groups Most for working Advantageous the selected population around routes for AM and PM-peak Appropriate period trips to serve Difficult discretionary trips (i.e., shopping, entertainment trips, etc.) Limited service coverage area (15.5 service124 trips/week hours per only service) weekday week; of two purchase Capital cost: requires (2) community buses Cost of stops/shelter cost: high (serviceOperating hours: 15.5 service hour per week) incurs additional routes Adding costs, and might not be feasible given development residential low-density • • • • • • • • • • • A 25 M odel 2 Score = 3 Score = 4 Score = 4 Score = 3 Score = 4 Score = 3 Score = 4 Score School Bus Hybrid Service Uses existing school buses Uses trips also pre-scheduled Additional use existing school buses additional resources Requires to meet the needs of seniors (particularly those who have physical mobility challenges) can be servedAll age-groups AM, PM and mid-day trips can Most be served large geographic area Covers (327+13+60 service2846 trips/week hours per week) of purchase Capital cost: might require one (1) community bus cost: moderate (additional Operating service hours: 13+60 service hours per TBD) summer serviceweek; hours stops to potential to re-route/add High and ridership coverage increase • • • • • • • • • • B 20 M odel 1 Score = 4 Score = 2 Score = 1 Score = 3 Score = 3 Score = 4 Score = 3 Score Uses existing school buses Uses can be served age-groups Most exist for seniors with Issues physical mobility challenges AM-peak trips can be served Most possible to serve PM-peak trips Not to serve Difficult discretionary trips (i.e., shopping, entertainment trips, etc.) large geographic area Covers (327 hours/week) 2616 trips/week Capital cost: none cost: minimal Operating potential to add services High depending on success of this model School Bus Regular Service s s e s s m e n t • • • • • • • • • • • A o d e l M C riteria se of existing nticipated transit e r v i c e lexibility and otal S core U resources P otential to accommodate all age-groups P otential to serve markets trip diverse coverage A rea A ridership C osts F potential adaptation T S core P reference S
46 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 p r o p o s e d m i l t o n l o o p a n d b r o o k l y n c o n n e c t o r f i x e d r o u t e s (m o d e l s 2 & 3)
Irving Service Station
Main Street at Goreham Street
Queens General Hospital
LEGEND
MILTON LOOP
BROOKLYN CONNECTOR
PRIMARY STOPS IN LIVERPOOL
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 47 7.0 Making the Case: Pilot Project Delivery Plan 7.0 Making the Case: Pilot Project Delivery Plan preferred model: rationale
Based on this study, we recommend Model 2: School Bus Hybrid as the preferred service model for both a pilot project, as well as a long-term approach to providing public transit in the Region of Queens. Not only is this model the best approach for the Region, it will also be the first example of its kind within Nova Scotia. The Region can lead the Province by demonstrating how to utilize existing resources to provide transit services in smaller communities and how the addition of services can build toward a more comprehensive rural transit system. Beyond the preliminary work that has been completed, it is important to test the model out to determine exactly how it will work, and what adjustments are required to implement a full-fledged public transit system in the Region.
The School Bus Hybrid Model offers a customized and specific approach to provide reliable transit over a large geographic area with a fairly dispersed population. About a third of the Region’s population lives within the core area (Liverpool, Brooklyn and Milton), and this is also a major destination for residents outside of the core, so providing increased service between major origins and destinations is beneficial. In addition, the area’s population includes many seniors, whose transportation needs are less regular and predictable than the working age or school age population, and thus requires a demand-responsive component to support increased mobility and access. It is clear that no single type of model would meet the needs of the Region’s residents.
The feasibility study demonstrates why the School Bus Hybrid Model is the preferred approach for providing public transit in the Region, and it has numerous advantages. It directly responds to the Guiding Principles established by the community, including providing accessible and affordable services for all ages and abilities. The model achieves the broadest geographic coverage, connecting residents to their daily needs and destinations with a convenient and well-integrated system. No other model provides the area coverage that is possible with existing school bus routes that already reach most communities within the Region.
Beyond the Guiding Principles, this model maximizes the use of existing resources, which was one of the criteria established in the terms of reference for this study. Our analysis of current school bus use, routes and capacity revealed a significant number of available seats on most buses, both in South and North Queens. During the day and after school hours, the buses are not being used, which means that some vehicles could be dedicated to the new pre-scheduled trips (i.e., Brooklyn Connector and Milton Loop). Using the accessible bus that is available (bus 119) would ensure that some of these additional trips are an option for seniors and others with mobility challenges. In addition, the demand-responsive vehicle will provide fully accessible service for residents who require door-to-door services. The demand responsive service can also fill some of the gaps in the school bus schedule by providing, for example, some evening service hours.
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 49 This model also has large potential for expansion and adaptation as ridership increases. Additional pre-scheduled trips and routes could be added and more demand- responsive vehicles could be purchased. The system can also maximize the use of other local resources and complementary services, such as the integration of taxi companies and vehicles operated by nursing homes for demand-responsive services.
Governance model
It is important to view the Pilot as the foundation for a comprehensive public transit system. This attitude is based on a longer-term view about the kind of community and mobility options that the Region’s residents envision, as well as recognizing changing local and global conditions related to transportation. The nature of the School Bus Hybrid Model necessitates a customized approach to organizing and running the service as a public transit system, rather than an extension of what a specific group is already delivering (i.e., the School Board providing bus transport for students). Since the system uses existing school bus routes, and adds pre-scheduled trips as well as a demand-responsive component, joint coordination will ensure efficient use of resources and optimum integration of the various components. In order for such a comprehensive system to work effectively, a single authority should be formed for service delivery.
Forming a community-based transit user group will further enhance the governance model. This group would establish a registered pool of potential transit users that would provide some indication of a ridership base for the system. The group could play a major role in promoting community awareness of the new public transit service and engage in coordinating and improving the system. In addition, members could volunteer as monitors on school bus routes to enhance service and safety standards when transit passengers join the students. This group could be called the Queens Transit Community Group.
The Region should also form a collaborative, coordinated group or agency that would run the public transit system (hereafter referred to as Queens Transit). As a group, Queens Transit would be responsible for providing: student transportation to school, public transit (both on existing bus routes and the pre-scheduled trips on the two new routes) as well as the demand-responsive component. In terms of operational structure for implementing the Pilot project and sorting out longer-term logistics, Queens Transit would pool existing staff and physical resources to make the most efficient and creative use of these partners, and therefore would include:
• One to two representatives from the Municipality. They would provide a coordination function for operating the transit system, as well as be the point of contact for dissemination of transit information to residents. • One to two representatives from the South Shore Regional School Board. While Queens Transit would eventually run the entire system, including guaranteed transportation for students to school, the SSRSB would play an important role in coordinating transit services with school schedules, enrollment, etc. • One to two representatives from the newly-formed Queens Transit Community Group.
50 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 Queens Transit
Region of Queens South Shore Regional Queens Transit Municipality School Board Community Group (1-2 people) (1-2 people) (1-2 people)
Queens Transit would lead the development, implementation and operation of the Pilot project, as defined in the proposed service delivery plan. At the end of the Pilot project, this authority will determine the future of the governance structure based on lessons learned from Pilot project implementation.
Potential funding sources
Potential sources of funding for Queens Transit include passenger fares as well as government funding. Passenger fares may be able to cover some operating costs, but there are no examples of public transit systems in Canada where fares cover all operating and capital expenses. A combination of funding sources from the government and public is needed. One advantage of this model is that existing bus resources as well as funding for student transportation can be provided through the SSRSB as a base for the system to operate from.
• Government funding (federal, provincial, municipal) • Portion of SSRSB funding that supports school bus transportation • Revenue from transit fares • Sponsorship from local businesses • Advertising revenue • Nova Scotia’s Community Transportation Assistance Program (CTAP) »» Up to a maximum of $1.60 per capita for the population of the service area. • Nova Scotia’s Accessible Transportation Assistance Program (ATAP) »» 50% of the capital costs of an accessible vehicle. »» Up to a maximum of $50,000 towards the purchase of a ‘new’ vehicle. »» Up to a maximum of $10,000 towards the purchase of a ‘used’ vehicle • Nova Scotia’s Transit Research Incentive Program (funding pending 2011-12 budget approval) »» Up to 75 per cent of total eligible costs, to a maximum grant of $50,000 per project, one project per year per applicant. »» Eligible projects include: research and planning required in advance of new services; one time only service start-up funding; monitoring and evaluation; building partnerships and strategic alliances; conferences and workshops; policy development and implementation to enhance existing services; one
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 51 time only grant for pilot or demonstration projects; and training of staff or board members. »» Deadline for applications is June 1, 2011
Service delivery plan
We recommend that the Pilot project delivery follow three phases, each of which represents a major step toward implementing the complete school bus hybrid transit model in the Region. The phases address both regional and local transit needs. Services can be expanded both as resources become available, and as demand for the service increases. It is wise to proceed with all three components of the model (regular school bus, pre-scheduled trips and demand-responsive service) to demonstrate the entire system. It was selected because of its many benefits and advantages in meeting the needs of a diverse and dispersed rural population in the most effective way, building on existing resources and filling in service gaps with complementary elements. Implementing only one of the parts will not meet all of the needs articulated by the community. However, in the near term the school bus-based components of the model can be initiated, with the demand-responsive component being added as resources are secured to purchase a vehicle and implement this part of the transit system.
p h a s e 1 p h a s e 2 p h a s e 3 • Initiate the Pilot • Initiate the school bus • Complement the project (existing routes) and service model with • Form a coordinating pre-scheduled trip vanpooling, fixed-route group (Queens Transit service shared taxis and a authority) to provide • Ramp up service by guaranteed ride home comprehensive public implementing the program if appropriate transit services entire service model, • Evaluate the success of • Implement a mini- including the demand- the Pilot project pilot to test and responsive component • Expand transit services promote the school bus (if required) hybrid transit system
p h a s e 1
The first component of this phase establishes a new relationship between the SSRSB and the Municipality, as well as a new community group, to provide public transit service using capacity on existing school buses. It builds on the operational capabilities of existing groups and agencies, providing an important coordinating function for this new public transit system. This phase establishes the organizational structure and works towards practical implementation through securing operating licenses, pooling vehicle resources and coordinating services. Significant discussion and operational policy development will be required to address potential issues (e.g., licensing, scheduling, liability, student security, cost and revenue sharing, impacts to current services).
52 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 Student Safety Current SSRSB policy requires that all staff and volunteers who will interact with students on school buses or in schools undergo criminal record and Child Abuse Registry checks. While the cost of these checks is minimal ($20 for the criminal check; no cost for the Registry check), several workshop participants and members of the Advisory Committee have expressed concern that the screening process and intrusion into people’s personal lives could be a deterrent to using school bus-based public transit services if these checks were also required for transit passengers. Requiring this level of security screening would certainly be an unconventional requirement for a public transit system, and would likely discourage some potential ridership. As the screening requirement is a School Board level policy and not a requirement of the Motor Carrier Act or the School Board’s operating license, our recommendation is that Queens Transit develop a new set of comprehensive operating policies that will ensure the safety and security of all passengers with minimal encumbrance to the ridership.
Mini-Pilot The mini-pilot allows for testing the School Bus Hybrid Model for a short period of time (i.e., one week or more) as a way of demonstrating what the public transit service will be like. It could be staffed primarily by volunteers (e.g., bus monitors and route marshals), and operate with a temporary license, available through the Utility and Review Board’s (UARB) Motor Carrier Division in the case of an immediate or special need for provision of a transportation service. Temporary licenses are valid for a period of 90 days, with a possible extension of an additional 90 days. The mini- pilot would enable Queens Transit to explore and resolve operating concerns, such as the co-mingling of students and adults. It is also a great opportunity to celebrate local capacity and ingenuity, building a profile and presence for public transit in the Region. The mini-pilot would operate for free for a week, a form of “open house” program for residents (it could be called an “open bus” program) so people can try the service out. It would operate both the existing school bus routes, and the two new pre-scheduled routes. The event would be visible and well-promoted, including maps, visible bus stops (even if temporary installations) and a series of events at major destinations. p h a s e 2
Implementation of Hybrid Model Following the formation of Queens Transit and the implementation of the mini- pilot, Phase 2 moves to implementing all components of the Hybrid Model on a one-year pilot basis. This provides sufficient time for users to become familiar with the system, as well as for Queens Transit to evaluate the success and future potential of the service. Detailed operational costs of the model can be estimated based on the outcomes of the mini-pilot and the operational polices developed in Phase 1. Phase 2 begins with full implementation of the existing school bus routes as public transit routes, as well as the addition of the Milton Loop and Brooklyn Connector pre-scheduled trips.
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 53 Operating License Queens Transit will have to apply to the UARB’s Motor Carrier Division for a license that enables all of the components of the system, including the co-mingling of students and transit passengers on school buses, which is not currently permitted under the SSRSB’s operating license. Motor Carrier licenses can include multiple operating authorities, making it possible for Queens Transit to operate several types of service (e.g., dial-a-ride van and fixed-route bus) under one license. At the time of writing this report, the Motor Carrier Division is seeking from the UARB a legal opinion regarding whether the Motor Carrier Act can enable the provision of shared
Timelines for Pilot project
Phase Task Action Items Timeframe Responsibility 1 Initiate Pilot project • Form Queens Transit Community 0 - 4 mo Community Group ROQM • Form Queens Transit authority SSRSB • Secure operating license from Nova Current working group Scotia Utility & Review Board • Develop operational policies Implement mini-pilot • Secure temporary operating authority 0 - 4 mo Queens Transit (license) from UARB & Community Group • Coordinate events, communications and operation of mini-pilot • Test operational policies and refine as necessary • Collect and analyze mini-pilot ridership data Fund the Pilot project • Establish detailed cost for 0 - 6 mo Queens Transit implementation of the service model ROQM • Secure external and internal funding 2 Implement school bus • Initiate existing route school bus 6 - 9 mo Queens Transit components of model component of the service model • Extend bus service from 10 months 6 - 9 mo (school year) to 12 month service • Implement pre-scheduled trips 6 - 9 mo (Brooklyn Connector and Milton Loop) using school buses Initiate demand-responsive • Purchase vehicle for demand-responsive 6 - 9 mo Queens Transit component component of the model • Start to operate service (pre-booked 9 - 12 mo rides) 3 Evaluate Pilot project • Evaluate success of the Pilot project 12 - 18 mo Queens Transit Extend and expand transit • Complement the service with fixed 9 - 12 mo Queens Transit services route shared taxi services, vanpooling, and guaranteed ride home program • Expand services (if required) 12 - 18 mo
54 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 transit services for both students and non-students on school buses without an amendment to the legislation (e.g., an amendment to the legal definition of a school bus may be required). When Queens Transit is ready to apply for a licence, the Motor Carrier Division will assist the transit authority with the preparation of their licence application.
Demand Responsive Component Queens Transit may decide that implementing the demand-responsive component of the system would be a secondary step in Phase 2, once funding has been secured and there is sufficient public knowledge and understanding of the way the current system operates. The demand-responsive component is anticipated to attract a different ridership than the bus portion of the system, which operates on fixed routes, so it is conceivable that these two components would be introduced separately. p h a s e 3
This last phase of the Pilot project involves taking stock of how the public transit system is working, identifying areas for improvement or expansion and committing to implementing the system for the long term. This could include providing additional service hours on weekends or later in the evening, based on demand from the community and available funding resources. It may also consider pre-scheduled trips (like the Brooklyn Connector and Milton Loop) to extend transit services to other communities relatively close to the core. This evaluation period would enable Queens Transit to investigate potential add-ons to the system, such as vanpooling, shared taxis or a guaranteed ride home program to make the entire transit system more functional and attractive to residents in the long-term. This phase would also identify longer-term funding sources, partnerships and relationships to continue operating public transit in the Region.
Marketing
A significant component of the success of the Pilot project and ultimately public transit in the Region will be how the system is perceived by the general public. One of the concerns raised through public consultation was the perception that a school bus is for students. Re-branding the service as a public transit system will be one key ingredient in marketing and promoting the new service. It is about adopting a new attitude toward how people get around and coexist in a rural municipality, providing a reliable and convenient system for all residents. Establishing Queens Transit as the single authority for the delivery of public transit will go a long way in changing public perception of what transit is. b r a n d t h e p u b l i c t r a n s i t s e r v i c e
This is an important piece of the marketing and operational campaign, and includes establishing a brand identity for the service, including a logo and recognizable symbols and colours. Identifying the buses as public transit vehicles in addition to student transport is a key component of branding the service. This branding could take several forms. One option, for example, is to apply the Queens Transit name
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 55 and logo to the exterior of school buses as well as a route identification number and/or destination name. Retrofit of school buses could also include custom wheel covers that carry the logo and/or brand colours. Coordinating this brand through all materials, including printed brochures and the website, as well as physical elements of the routes (such as bus stops) will make the system legible, visible and exciting.
d e v e l o p b u s s t o p a m e n i t i e s
Along existing school bus routes as well as the additional pre-scheduled routes, bus stops should be developed. At pick up spots along rural routes where students currently board the bus, this could take the form of simple signs. New bus stops within Liverpool may include benches or shelters to make taking transit that much more comfortable and convenient. It is recommended that all stops include at a minimum a schedule and route map.
p r o m o t e a n d communicate t h e s e r v i c e
Online Presence A Queens Transit website (linked to ROQM’s website) would include information on the service, including schedules and route maps. It would also include details for passengers wishing to book a ride with the demand-responsive service. This would also be a great place to provide passengers with updates on service disruptions or scheduling changes, as well as special events. Queens Transit should also consider the use of Facebook, Twitter and other social media to promote the service and provide information to users. Future development of a Queens Transit App could provide smartphone users with updated route and schedule information, including the location of bus stops, based on their geographic location in the Region.
Print and Media Brochures would be available at local businesses, municipal offices, schools, post offices, the hospital and other institutions. Brochures would clearly describe the service, including route maps and schedules for fixed routes, as well as details on the demand-responsive service (i.e., how to book, where it goes, how much it costs). Advertising the service is important for creating community awareness of the service and generating public interest. Particularly when the service is first implemented, it will be important to have advertising in the local paper, on the radio and in prominent locations in the community. A mailout could also communicate the start of the service to all residents in the Region.
56 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 57 8.0 Conclusions 8.0 Conclusions
Exploring Public Transit in the Region of Queens Municipality
The goal of this study was to explore the feasibility of public transit in the Region of Queens Municipality, with an intent to take action. The recommended model for delivery of a Pilot project responds to local needs and context, while at the same time building on available local resources. The study describes a promising new model for providing transit service in the Region that includes a variety of components of a comprehensive public transit system: using existing school buses as public transit, adding pre-scheduled trips on frequently traveled commuter routes and incorporating demand-responsive transit for customized, door-to-door travel. This public transit not only provides better connections for residents within the Region, but also offers the potential of connections to neighbouring municipalities and towns.
The Pilot project can serve as a model for other rural municipalities within Nova Scotia, as it will be the first public transit system of this type in the province. One possibility for extension lies with the SSRSB, which operates in both the Region of Queens Municipality (ROQM) and the Municipality of the District of Lunenburg (MODL) to the east (covering a total area of 5250 square kilometres). Developing a collaborative model for using school buses as part of a public transit system in ROQM could extend to MODL in the future, providing greater options for residents of both municipalities.
Broader Implications for Nova Scotia
A broader vision for the future of Nova Scotia requires rethinking our view of our province as a separate series of urban and rural places, but rather a vibrant collection of distinct yet connected places. Broader connections must be built across the province to retain and enhance the quality of life citizens currently enjoy. Nova Scotia has a tremendous number, variety and quality of small towns that are under threat from regional decisions and trends. The existing situation in many rural places in Nova Scotia is fragile in terms of aging and declining populations, increasing mobility challenges, rising gas prices and limited transportation options, and a trend toward centralizing health care and community services in larger centres.
Due to the unique geography and network of communities within the province, it is possible to conceive of the future of Nova Scotia being built on strong connections between places, providing access to jobs, services, health care and other amenities in a much more integrated way. It should be possible for small rural communities to thrive, and not lose out on access to services that are relatively close by due to lack of transportation options.
A viable public transit network is needed to attract new residents, retain young people and support independent mobility for seniors. Alternatives to travel by automobile, particularly in rural areas, need to be competitive in terms of affordability, accessibility, convenience and reliability. Local systems must pay particular attention to serving the needs of the youngest and oldest members of the community. These local systems have to connect to a larger provincial network, which improves the viability of individual communities as well as the province as a whole.
This larger view of the future of Nova Scotia should inform the implementation of public transit in the Region of Queens Municipality. Consideration must be given to the integration of local public transit, regional networks, province-wide links as well as land use decisions. Implementing a public transit system can be seen as an investment not only in the future of the Region, but of the province as a whole.
By making a commitment at the local level, the Region can lead the way to a more sustainable and equitable transportation system for their residents, and inspire other municipalities to accept the same challenge. While there are still more details to be worked out in terms of operations, through willingness and innovation Queens Transit can become a viable model for providing rural public transit.
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 59 Appendices APPENDIX A: SURVEY
ExPLORING PUbLIC TRANSIT: SURVEY
As part of this study, we are exploring how people currently move around the Region of Queens Municipality, to understand local needs to inform various local public transit options. Your input is important!
1. Which community do you live in?
Community name: ______Postal Code: ______
2. In which age group do you belong? [ ] Under 16 [ ] 16 – 19 [ ] 20 – 29 [ ] 30 – 39 [ ] 40 – 49 [ ] 50 – 59 [ ] 60 – 65 [ ] 65+
3. What is your gender? [ ] Male [ ] Female
4. Do you own a vehicle or have frequent access to a vehicle (car)? [ ] Yes, I own a vehicle [ ] Yes, I have frequent access to a vehicle [ ] No, I do not own or have access to a vehicle
5. Which of the following best describes your employment status? [ ] Employed full-time
REGION OF QUEENS MUNICIPALITY [ ] Employed part-time [ ] Student [ ] Retired [ ] Other (please specify) ______
6. If you are currently working, where do you work? (If not working skip to Question 8)
Community name: ______
7. What mode of transportation do you use to get to work? [ ] Car (driver) [ ] Car (passenger with a family member) [ ] Car ride from a friend/relative/neighbour [ ] Taxi [ ] Walk [ ] Bicycle [ ] Other (please specify) ______
8. If you are currently a student, where do you attend school? (If not in school skip to Question 10)
School name: ______
Cities & Environment Unit 9. What mode of transportation do you use to get to school? [ ] School bus [ ] Car (driver) [ ] Car (passenger with a family member) [ ] Car ride from a friend/relative/neighbour [ ] Taxi [ ] Walk [ ] Bicycle [ ] Other (please specify) ______
10. What mode of transportation do you use for other trips (medical appointments, shopping, entertainment, etc.)? [ ] Car (driver) [ ] Car (passenger with a family member) [ ] Car ride from a friend/relative/neighbour [ ] Taxi [ ] Walk [ ] Bicycle [ ] Other (please specify) ______
11. Under what conditions would you use public transit services for any of your trips? [ ] If public transit was faster than my current mode of transportation [ ] If public transit cost less than my current mode of transportation [ ] If public transit was convenient [ ] If public transit was reliable [ ] I probably would not use public transit [ ] Not sure
12. For what purposes would you use public transit (if available)? [ ] Work [ ] School [ ] Shopping [ ] Entertainment [ ] Medical appointment [ ] Other (please specify) ______
13. How often would you use public transit (if available)? [ ] Daily [ ] A few times a week [ ] Weekly [ ] Monthly [ ] Other (please specify) ______
14. How much would you be willing to pay for each one-way ride by public transit? [ ] Nothing [ ] $ 1.00 [ ] $ 1.50 [ ] $ 2.00 [ ] Other (please specify) ______
15. Please provide any additional comments below: For more information visit: » http://www.regionofqueens.com/
Or contact Cities & Environment Unit: » 902.494.3678 APPENDIX B: PROJECT PROMOTIONAL MATERIALS COMMUNITY MEETINGS ExPLORING PUbLIC TRANSIT
How do people get around in the Region of Queens Municipality? How do people get to work? to the store? to medical appointments? What is the long-term vision for public transit in the Region?
Over the next two months, planners with Dalhousie’s Cities & Environment Unit will be working with Region of Queens Municipality residents, as well as the Photo Source: robin44b, flickr project Advisory Committee, to explore options for public transit with a focus on pooling of services.
Please join us at the two public sessions to share your ideas.
Photo Source: Chris Devers, flickr SAVE THESE DATES! REGION OF QUEENS MUNICIPALITY Public Engagement Session Guiding Principles & Needs Date: Saturday February 12, 2011 Time: 1:00 - 4:00 pm Location: South Queen’s Junior High Photo Source: http://www.vpsiinc.com/ School You can also provide your input to:
Cities & Environment Unit Community Open House 902.494.3678 Draft Needs Assessment & Transit Options [email protected] Date: Tuesday March 8, 2011 www.ceunit.dal.ca Time & location: TBA follow the project at: » http://www.regionofqueens.com/ Would Like to Thank Our Supporters:
Presenting Sponsors:
Cities & Environment Unit Faculty of Architecture School of Planning and Planning
Exploring Public Transit: Region of Queens Municipality,Partners and Supporters: Nova Scotia - April 2011 | 63
Spring Garden Area Business Association (logo coming)
Robert Harvey - HRM Councillor - District 20 - Lower Sackville Debbie Hum - HRM Councillor – District 16 - Rockingham - Wentworth Darren Fisher - HRM Councillor – District 6 - East Dartmouth - The Lakes Reg Rankin - HRM Councillor – District 22 - Timberlea - Prospect Dawn Sloane - HRM Councillor – District 12 - Halifax Downtown Sue Uteck - HRM Councillor – District 13 – Northwest Arm – South End Jennifer Watts - HRM Councillor – District 14 - Connaught - Quinpool ExPLORING PUbLIC TRANSIT
How do people get around in the Region of Queens Municipality? How do people get to work? to the store? to medical appointments? What is the long- term vision for public transit in the Region?
Over the next two months, planners with Dalhousie’s Cities & Environment Unit will be working with Region of Queens Municipality residents, as well as the project Advisory Committee, to explore options for public transit service for the Liverpool area and surrounding communities, with a focus on pooling of services. Photo Source: robin44b, flickr
This project will involve workshops to determine public transit needs, and to develop guiding principles for the system. We will explore several possible models, looking at feasibility, cost effectiveness and appropriateness to the local area. Models under consideration include: using school buses for public transportation, pooling seats of paratransit vehicles or specialized vehicles of health and social service establishments, fixed route service and community-based public transit service. We will also prepare a business case that Photo Source: Chris Devers, flickr the Region can use to pursue a pilot project to get rural public transit going! REGION OF QUEENS MUNICIPALITY Please join us at the public sessions and open houses to share your ideas.
SAVE THESE DATES! Photo Source: http://www.vpsiinc.com/ Public Engagement Session Guiding Principles & Needs Date: Saturday February 12, 2011 You can also provide your input to: Time: 1:00 - 4:00 pm Location: South Queen’s Junior High School Cities & Environment Unit Community Open House 902.494.3678 Draft Needs Assessment & Transit Options [email protected] Date: Tuesday March 8, 2011 www.ceunit.dal.ca Time & location: TBA follow the project at: » http://www.regionofqueens.com/ Would Like to Thank Our Supporters:
Presenting Sponsors:
Cities & Environment Unit Faculty of Architecture School of Planning and Planning
Partners and Supporters:
64 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011
Spring Garden Area Business Association (logo coming)
Robert Harvey - HRM Councillor - District 20 - Lower Sackville Debbie Hum - HRM Councillor – District 16 - Rockingham - Wentworth Darren Fisher - HRM Councillor – District 6 - East Dartmouth - The Lakes Reg Rankin - HRM Councillor – District 22 - Timberlea - Prospect Dawn Sloane - HRM Councillor – District 12 - Halifax Downtown Sue Uteck - HRM Councillor – District 13 – Northwest Arm – South End Jennifer Watts - HRM Councillor – District 14 - Connaught - Quinpool APPENDIX C: EXISTING SCHOOL BUS ROUTE INFORMATION
The following pages include detailed information for each school bus that serves South Queens (next two pages) and North Queens (following two pages). The information was provided by the South Shore Regional School Board.
Bus capacity assumptions: 72 elementary school students 60 junior high school students 55 high school students 55 adults
A formula was used to determine the equivalent number of adult seats taken up by the various students on each bus. This number was subtracted from 55 (total bus capacity) to determine the num- ber of available seats left on each bus for adult passengers. Note that for the accessible bus (Route 119) the total capacity will be lower, but for the purpose of this study all buses were considered as equal.
We also tallied the total amount of time each bus is on the road to determine if there is additional driver capacity for the additional pre-scheduled routes. Each driver is paid a guaranteed minimum of five hours per day; several are currently driving for less than five hours so capacity exists within current budgets to extend service.
School key: MV = Mill Village Consolidated (elementary) M = Milton Centennial School (elementary) W = Dr. John C. Wickwire Academy (elementary) SQ = South Queens Junior High School LR = Liverpool Regional High School NE = North Queens Community School (P to 12)) NH = North Queens Regional High School Notes for Table: South Queens G = Greenfield Elementary School School Bus Information (pg. 66) • Bus 112 runs empty from Mersey Point to Port L’Hebert • Bus 117 transfers to (am) / from (pm) Bus 123 at Mill Village Fire Hall • Bus 119 is accessible
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 65 122 6:50 7:25 35 SQ/LR 18 15 3 17 38 7:55 8:55 60 M/W 44 44 34 21 121 7:12 7:26 14 SQ/LR 36 1 23 12 33 22 7:44 8:32 48 M/W 39 39 30 25 8:36 8:58 22 M/W 26 26 20 35 120 6:35 7:42 67 SQ/LR 41 27 14 39 16 7:45 8:52 67 M/W 50 50 38 17 119* 6:45 7:29 44 SQ/LR 32 16 16 31 19 8:10 9:00 50 M/W 29 29 22 28 118 7:02 7:31 29 SQ/LR 69 37 32 66 -11 8:05 8:39 34 M 57 57 44 11 8:39 8:50 11 W 5 5 4 51 117 6:25 7:21 56 SQ/LR 15 8 7 15 40 8:05 8:49 44 M/W 15 15 12 43 116 6:00 7:40 100 SQ/LR 31 18 13 30 25 8:17 9:00 43 M/W 59 59 45 10 115 7:08 7:37 29 SQ/LR 47 32 13 43 12 7:40 9:09 89 M/W 43 43 33 22 114 6:40 7:44 64 SQ/LR 44 23 21 43 12 8:25 9:03 38 M/W 21 21 16 39 113 7:08 7:38 30 SQ/LR 51 33 18 49 6 8:11 8:58 47 M/W 55 55 42 13 112 6:55 8:55 120 M/W 26 26 20 35 111 7:02 7:31 29 SQ/LR 33 26 7 31 24 8:23 8:55 32 M/W 58 58 44 11 110 6:20 7:35 75 SQ/LR 18 6 12 18 37 8:06 8:47 41 MV 16 16 13 42 Start time End time time (min.) Total Schools students Total Elementary Junior High High School Equivalent adults Empty adult seats Start time End time time Total Schools students Total Elementary Junior High High School Equivalent adults Empty adult seats Start time End time time Total Schools students Total Elementary Junior High High School Equivalent adults Empty adult seats 1st AM run 1st AM run 2nd AM run 3rd S outh Q ueens chool Bus I nformation (morning runs)
66 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 122 1:45 2:23 38 SQ/LR 19 14 5 18 37 2:35 3:55 80 M/W 48 48 37 18 121 1:45 2:14 29 SQ/LR 28 1 19 8 27 28 2:27 4:12 105 M/W 60 60 46 9 120 1:50 2:50 60 SQ/LR 41 26 15 39 16 2:50 4:08 78 M/W 53 53 46 9 119 1:30 2:23 53 SQ/LR 30 14 16 29 21 3:05 3:56 51 W 35 35 27 23 118 1:45 2:25 40 SQ/LR 68 36 32 66 -11 2:31 2:55 42 M 21 21 16 39 3:08 3:44 36 M 50 50 38 17 117 2:11 3:20 79 MV/SQ/ LR 27 16 5 6 23 32 116 1:30 3:44 134 SQ/LR 30 17 13 29 26 115 1:45 2:25 40 SQ/LR 46 33 13 44 11 2:40 3:55 75 M/W 41 41 32 23 114 1:30 2:55 85 SQ/LR 45 23 22 44 11 3:10 3:35 25 M/W 54 54 41 14 113 1:40 2:27 43 SQ/LR 53 34 19 51 4 2:40 3:44 64 M/W 53 53 41 14 112 2:30 4:47 137 M/W 30 30 23 32 111 1:40 2:23 43 SQ/LR 33 26 7 31 24 2:28 3:46 78 M/W 9 9 7 48 110 1:15 3:06 111 MV/SQ/ LR 37 16 8 13 33 22 Start time End time time (min.) Total Schools students Total Elementary Junior High High School Equivalent adults Empty adult seats Start time End time time Total Schools students Total Elementary Junior High High School Equivalent adults Empty adult seats Start time End time time Total Schools students Total Elementary Junior High High School Equivalent adults Empty adult seats 1st PM run 2nd PM run 3rd PM run S outh Q ueens chool Bus I nformation (afternoon runs)
Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011 | 67 North Queens School Bus Information
100 101 102 103 104** 105 106 1st AM run Start time 7:12 7:40 7:12 7:36 6:45 6:30 7:41 End time 8:25 8:23 8:20 8:29 8:38 8:35 8:25 Total time 73 43 68 53 113 125 44 Schools NE/NH NE/NH NE/NH NE/NH G NE/NH NE/NH Total students 44 35 38 44 27 48 44 Elementary 31 25 28 22 27 10 24 High School 13 10 10 22 38 20 Equivalent adults 27 29 32 39 21 46 39 Empty adult seats 28 26 23 16 34 9 16 1st PM run Start time 2:43 2:40 2:30 2:41 1:43 2:00 2:41 End time 3:58 3:45 3:50 3:35 3:15 3:45 3:26 Total time 75 65 80 54 92 105 45 Schools NE/NH NE/NH NE/NH NE/NH G NE/NH NE/NH Total students 47 35 42 46 27 43 44 Elementary 34 25 26 25 27 9 24 High School 13 10 14 21 0 34 20 Equivalent adults 39 29 34 40 21 41 39 Empty adult seats 16 26 21 15 34 14 16 2nd PM run Start time 3:20 End time 4:06 Total time 46 Schools NH Total students 30 Elementary 0 High School 30 Equivalent adults 30 Empty adult seats 25
Notes ** Bus 104 runs empty from Liverpool to Greenfield (resting place in Mersey Point)
68 | Exploring Public Transit: Region of Queens Municipality, Nova Scotia - April 2011