On-Demand TRANSIT STRATEGY 2017

WHERE AND WHEN YOU NEED IT

Effective: July 2017

York Region Transit On-Demand Transit Strategy | 3

Contents Appendices

Executive Summary...... 4 A – DAR Routes and Implementation Dates...... 18 Overview...... 6 B – On-Demand Service Hours by Route 1.1 Vision for Future On-Demand Transit Service...... 6 as of July 2017...... 19

1.2 Purpose...... 6 C – Manual vs. Reported Ridership Counts for Conventional DAR Routes ( March 2017 )...... 20-21 1.3 Objectives ...... 6 D – Dial-a-Ride ridership and cost comparison Background Information...... 6 ( July to December 2016 )...... 22-23

1.4 History of Dial-a-Ride...... 6 E – Mobility Plus DAR Program cost by route ( July to December 2016 )...... 25 1.5 Existing Dial-a-Ride Service in York Region...... 6 F – Benefits and Challenges to Current 1.6 Dial-a-Ride Performance...... 7 On-Demand Transit Service by Route...... 26-29 1.6.1 Daily Average Dial-a-Ride Ridership ( Route Comparison )...... 7 G – Current Technology Limitations...... 31 1.6.2 Ridership comparison...... 7 1.6.3 Fleet capacity...... 8 H – Process Mapping Figure 12-1 1.6.4 Actual cost...... 8 Process for DAR 61 – King...... 32

1.7 Benefits and Challenges...... 8 H – Process Mapping Figure 12-2 Process for DAR 56 – Newmarket...... 33 Technology...... 8 H – Process Mapping Figure 12-3 1.8 Current Technologies...... 8 Process for DAR North...... 34 1.8.1 RouteMatch...... 8 1.8.1.1 Tap Ride ( Doublemap )...... 8 H – Process Mapping Figure 12-4 – Process for 1.8.2 Technology requirements...... 8 DAR Zone ( 31 / 32 / 84 ) – Aurora / Oak Ridges, Route 15 Stouffville, Route 44 – Bristol...... 35 1.9 Research...... 9 1.9.1 Key Performance Measures I – Global Best Practices Summary...... 36-37 for Assessing On-Demand Transit...... 9 1.9.2 Best Practices Review...... 9 J – On-Demand Parameter Analysis Matrix...... 39

Analysis...... 10 K – Alternative Analysis...... 40-43

1.9.3 Parameter Analysis...... 10 L – Proposed Standardization of Hours...... 44-45 1.9.4 Alternative Analysis...... 13 M – Factors influencing Demand 1.9.5 Proposed Implementation Strategy...... 13 Responsive Performance...... 46-47 1.9.6 Short Term Implementation...... 16 1.9.7 Medium ( 2018-2020 ) and Long Term Glossary...... 48 Implementation ( Beyond 2020 )...... 16 Works Cited...... 49 4 | On-Demand Transit Strategy York Region Transit

Executive Summary The objectives of the On-Demand Strategy align with York Region’s Transportation Master Plan ( TMP ) and YRT / Viva’s 2016 – 2020 Strategic Plan. On-Demand The purpose of this report is to outline a strategy Strategy objectives include: >> Improving service efficiency that will guide future service delivery to low-demand >> Increasing ridership >> Expanding service area coverage areas and improve service efficiency. YRT / Viva >> Promoting the use of public transit >> Connecting customers to main transit corridors operates various Dial-a-Ride ( DAR ) models which >> Continuing to develop innovative transit services Parameters for service delivery were established are the premise for the On-Demand Strategy. DAR based on current practice, external research and staff acumen. They were further selected based on their is a demand-responsive transit service whereby relevance to operational efficiency, customer value and cost effectiveness. The parameters were utilized customers call in advance to book a trip, and to qualitatively analyze each of YRT / Viva’s current on-demand DAR models. Data was used to rank the performance of each DAR model against the selected immediate local travel is provided within a specified parameters using the Mobility Plus service model as a zone where demand for transit service is limited. benchmark. Based on analysis, the zone-based service delivery The current DAR delivery models have been model out-performed all other models from a customer, cost and operational perspective.

reviewed to create one On-Demand model that fully The Region’s geographic context has been considered and it is anticipated that challenges may still exist integrates the YRT / Viva Family of Services. by classifying rural, suburban and urban as one region-wide On-Demand model. The vision towards one model can still be attained with a technological platform allowing for distinctions accommodating rural customers with curb-to-stop service, and suburban / urban customers with stop-to-stop service. York Region Transit On-Demand Transit Strategy | 5

An implementation strategy identifies short ( 2017 ), Medium and long-term goals are contingent on the medium ( 2018-2020 ) and long-term ( beyond 2020 ) creation of technology for further implementation. goals. Short-term goals that were implemented in Technology will allow for service to migrate over July 2017 include: to the mobile platform. Additionally, an analysis of conventional service reduction should be completed in >> Conventional Route 50A – Sutton-Pefferlaw accordance with the 2019 Transit Initiative ( TI ) process. service replaced by DAR North service on Medium and long-term initiatives include: weekdays and DAR Sutton-Pefferlaw service on weekends / holidays >> An on-demand analysis to be part of the 2019 and beyond TI framework to identify existing >> DAR Sutton-Pefferlaw provides on-demand low-demand conventional service service using existing stops along the former conventional Route 50A routing. Virginia Beach >> A marketing plan be created that includes a Ferry Docks and the stop at Black River Road and rebranding strategy for all On-Demand transit Dalton Road have been added to the service services in York Region ( example: Orlando Lynx )

>> DAR North span of service extended to provide >> On-Demand service contracts be created all-day weekday service consistent with the proposed zone boundary model that integrates DAR and Mobility Plus services >> The TapRide contract was not extended beyond June 30, 2017, and Route 56 DAR service was moved >> The transition of Route 9 – 9th Line to DAR service, to the existing RouteMatch software as per the 2017 Annual Service Plan, be aligned with the implementation of the mobile platform >> All conventional DAR service was replaced by an technology On-Demand service operated by Mobility Plus, once the contract with Care Accessible expired >> Introduce On-Demand Aurora GO Shuttle service on July 31, 2017 >> Standardization of operating hours

>> Formalize On-Demand service zones as recommended for DAR service

>> Align contracts to ensure language reflects both On-Demand and existing Mobility Plus service 6 | On-Demand Transit Strategy York Region Transit

Overview Background Information

1.1 Vision for Future On-Demand Transit Service 1.4 History of Dial-a-Ride ( DAR ) Historical DAR implementation dates are provided in On-Demand transit in York Region will be a cost- In March 2006, the Municipality of Newmarket Appendix A. effective method to provide service to all residents in requested that YRT / Viva develop a business case for low-demand areas. It will replace conventional routes the implementation of a zone bus / DAR pilot for Route 1.5 Existing Dial-a-Ride Service in York Region identified as operating inefficiently during low-demand 44 – Bristol with a dedicated vehicle at the Newmarket There are currently three DAR service delivery models service periods. GO Bus Terminal. In June 2007, York Regional Council in which YRT / Viva operates. YRT / Viva DAR service authorized YRT / Viva to operate this pilot project. The models include: 1.2 Purpose pilot was initially funded to run for one year with an The purpose of this report is to outline a strategy that option to extend the contract for an additional year. >> Stop-to-stop along a defined route will guide future service delivery to low-demand areas >> Stop-to-stop within a defined service boundary and improve service efficiency. YRT / Viva operates Route 44 – Bristol DAR was implemented in September 2007 and operated by a Care Accessible vehicle between various DAR models which are the premise for an >> Addressed curb-to-stop within a defined service 7 p.m. and midnight. After the pilot project ended in May On-Demand Strategy. There is a need to reexamine boundary the current DAR delivery models and adopt one 2008, Council authorized Care Accessible to operate On-Demand model that fully integrates the YRT / Viva DAR service for a three year period beginning in 2010. Appendix B provides DAR service span as of April 2017. Family of Services in accordance with corporate, In addition to Route 44 – Bristol DAR, a boundary DAR department and branch strategic plans. model was piloted for Routes 32 – Aurora South and 84 – Oak Rides during off-peak periods in February 1.3 Objectives 2015. Service utilized existing Mobility Plus vehicles The objectives of the On-Demand Strategy align with to service conventional transit users. This service York Region’s Transportation Master Plan ( TMP ) and integration reduced fuel consumption and improved YRT / Viva’s 2016 – 2020 Strategic Plan. On-Demand vehicle productivity. The model allowed for multiple Strategy objectives include: trips to be booked at once by Mobility Plus staff using >> Improving service efficiency new scheduling software to optimize trip requests for both DAR and Mobility Plus customers. >> Increasing ridership In January 2016, DAR North was launched as a one year >> Expanding service area coverage pilot under the Ontario Ministry of Transportation ( MTO ) Community Transportation Grant Program to provide >> Promoting the use of public transit transit service in low demand and rural communities. DAR North is an on-demand service improving >> Connecting customers to main transit corridors transportation options for customers travelling in East >> Continuing to develop innovative transit services Gwillimbury and Georgina that are not within walking distance of conventional transit. The DAR North service picks up customers at an addressed curb location and takes them to the closest bus stop where they are encouraged to transfer onto conventional transit to complete their journey. The pilot program has been extended until March 2018. York Region Transit On-Demand Transit Strategy | 7

1.6 Dial-a-Ride Performance Actual costs were compared for Mobility Plus DAR and conventional DAR service on the same routes between 1.6.1 Daily Average Dial-a-Ride Ridership July and December 2016 to determine cost savings ( Route Comparison ) ( Appendix E ). It was found that DAR operating under Manual ridership counts for all conventional DAR routes Mobility Plus provides a cost savings per trip. These were conducted by YRT / Viva staff during the week of savings would allow for reinvestment into other services March 20 to 24, 2017. The manual ridership counts were such as DAR North. compared with the counts reported by Care Accessible from January 2017. Ridership numbers are reported 1.7 Benefits and Challenges in Appendix C. These counts confirm the viability of an In December 2016, the benefits and challenges of operational transfer from conventional to Mobility Plus. each DAR route were compared to determine the key Ridership numbers and travel patterns were found to attributes for a successful On-Demand model ( See be consistent. Actual counts confirmed that a reduction Appendix F ). The findings have been summarized below: in service cost could be achieved if conventional DAR service was converted to Mobility Plus. >> A key benefit of Mobility Plus operated DAR routes is the ability for dispatch to add a rider to a Mobility 1.6.2 Ridership comparison Plus vehicle if it is unable to accommodate the rider A ridership comparison was done for all DAR routes on a dedicated DAR vehicle, and vice versa. This pre and post conversion to Mobility Plus DAR ( Appendix has been facilitated through technology that allows D ). Operation and staffing costs for all DAR routes dispatch to track both vehicles operated by Mobility Plus as of December 2016 were also compared. Appendix D illustrates a significant drop >> Allowing vehicles to easily switch between types in ridership after the conversion from conventional to of service ( e.g. performing Mobility Plus trips in DAR service, with the exception of the Mobility Plus DAR between morning and afternoon DAR trips ) has zone model. increased driver / vehicle utilization

Service operating under the Mobility Plus DAR zone >> RouteMatch’s “Common Naming” convention for model appeared to be the most cost efficient on a stop recognition and its ability to send notifications cost per hour basis ( $35.61 ) when compared with to drivers was found useful conventional fixed route ( $90 ) and conventional DAR service ( $41.34 ). >> Systems that support trip parameters by geofence, number of passengers, stop, time and 1.6.3 Fleet capacity distance have been beneficial The size and capacity of Mobility Plus and DAR fleet ranges between a Sedan ( four passenger capacity ) and >> More sophisticated software that includes the an Arboc ( 15 passenger capacity ). Select vehicle types following features is recommended to help are able to support wheelchairs on board. increase efficiency: ·· An integrated trip planner that would 1.6.4 Actual cost recognize the closest stop, first and last YRT / Viva has used three types of vehicle costing mile trip, and the closest driver to a trip methods as of April 2017. These include: hourly, per ·· Technology that assists with driver logistics kilometre, and hourly plus guaranteed kilometre rates. ·· Information storage and automated scheduling to improve system capacity 8 | On-Demand Transit Strategy York Region Transit

Technology

1.8 Current Technologies Customers cannot receive an ETA if they are not using the mobile app. Staff and dispatchers do not have the 1.8.1 RouteMatch ability to reassign or delete trips. They must confirm the This application allows Mobility Plus to book trips validity of trips as the app does not always make the most ( same day or pre-booked ) for riders into the application. efficient route or driver selection. TapRide allows mileage When a call comes in through the DAR line, dispatchers to be calculated, but is unable to offer customers an schedule the trips into designated vehicles. The trips alternative service area. It is also unable to book three- are then pushed to the driver’s tablet for completion. way trips as the software does not recognize the first and RouteMatch allows dispatchers to see drivers’ last mile. Lastly, if a driver performs trips out of order, progression through their tablet’s GPS tracking. It ETA cannot be calculated. tracks on-time performance, and records cancellations or no-shows. This information is permanently stored 1.8.2 Technology requirements and can be used for reporting purposes. Process Flow Diagrams were created in December 2016 to describe the pathways and technology Limitations to both customers and staff / dispatchers requirements for current On-Demand services ( See are described in Appendix G. There is currently no Appendix H Figures 12-1 to Figures 12-4 ). To determine mobile application available. Customers must call for future technology requirements, an On-Demand model information, to make a booking or confirm a pick-up time. must first be selected. A list of desirable features is Currently, bookings must be received and scheduled described below: manually. RouteMatch does not have an integrated trip planner for the On-Demand trips; staff must therefore >> Mobile application confirm the validity of trip locations and service hours >> Ability to inform travellers that manually. their vehicle has arrived >> Flag Down option to add additional 1.8.1.1 TapRide ( Doublemap ) riders to the driver’s itinerary This mobile application was used for Route 56 – >> Integrated trip planner Gorham-Eagle, and allowed riders and dispatchers to >> Trip distance book On-Demand trips for DAR service. Once trips are >> Dispatching functions scheduled into the app, they are automatically built into >> Maps that include zone stops and an itinerary and sent to a driver for acceptance. Once the service area in booking window driver accepts the itinerary, the rider is sent an estimated >> Function to provide customers with the time of arrival ( ETA ) on the app. The ETA, cancellations vehicle estimated time of arrival and completion of the driver’s itinerary can be tracked >> Designated vehicles assigned to until all trips are completed. Reports can be pulled but multiple on-demand zones there is no permanent history available to view. >> Flexibility with service areas, vehicle models and service span >> Improved reporting functions York Region Transit On-Demand Transit Strategy | 9

RouteMatch is developing DAR program technology that >> Operating cost per passenger trip = total operating will allow additional DAR service models to be delivered. cost / total passenger trips This will require starting with a minimum viable product and incrementally adding features. RouteMatch created >> Average passenger trip length = total passenger a mobile application for para-transit that includes an km / total number of passenger trips integrated trip planner which will be utilized for the >> Average travel time = total passengers travel / total On-Demand application. They are also creating updated number of passenger trips maps for their software which includes an overlay of fixed route information. Additionally, an import utility Techniques for improving performance include: tool is being developed which will allow YRT / Viva Transit developing and enforcing a no-show policy; expanding Management Systems ( TMS ) to import fixed route ridership by contracting with local human service stops for DAR services. agencies; and ensuring that the operating environment within which a rural system operates is understood. 1.9 Research Research from the Lean Production Theory as it applies 1.9.1 Key Performance Measures for Assessing to transit planning suggests that value is created by the On-Demand Transit level of quality perceived by the user. Current literature To move forward with a selected model, a means of recommends the following quality measures be measurement and comparison is required to rank considered for effective on-demand transit planning the various model candidates. Staff conducted research ( Dunning & Thomas ): to identify key performance measures used globally for assessing on-demand transit service. The following >> Convenience research provides suggestions for criteria to be considered >> Duration when selecting a model. The following information was >> Number of transfers retrieved from Ellis and McCollom ( 2009 ). >> Timeliness of trip >> Comfort Key performance measures can be used to provide cost >> Noise level effective transit by allowing performance to be quantified. >> Safety Methods for comparison may include trend analysis over >> Passenger effort a time period, where one’s performance is self-compared >> Flexibility to accommodate special needs over time. Comparisons can be alternatively conducted with established standards or with peers. Some popular 1.9.2 Best Practices Review measures include the following: A global best practice review was completed in January 2017 to determine how other transit agencies operate >> Passenger trips per vehicle hour on-demand transit service. Research was done through personal interviews, conference documentation and >> Operating cost per vehicle hour = total operating online research ( Appendix I ). Identified best practices cost / total vehicle hours were compared to York Region’s current On-Demand >> Operating cost per vehicle kilometre ( km ) = transit service to determine areas and means for total operating cost / total vehicle km improvement. 10 | On-Demand Transit Strategy York Region Transit

Analysis

1.9.3 Parameter Analysis Based on the parameter analysis, the ideal model would A comparison of all current DAR service models was include the following parameters: done ( Appendix J ) using Mobility Plus as a benchmark for comparison. Based on this analysis, it was found >> Multiple small geographical service zones no that the Aurora-Oak Ridges ( Routes 31 / 32 / 84 ) zone- larger than 16 to 24 square kilometres or where the based service out-performed all other DAR routes in geography makes operational sense most categories. >> Zones centered around popular destinations such Operationally, all routes are predicted to have difficulty as GO Stations, YRT / Viva terminals, employment introducing a third party contractor. This is due to areas, shopping areas and popular attractions heightened risk and reduced passenger safety. This would >> A mix of service delivery types providing stop-to- require significant planning prior to implementation to stop service in urban areas, curb-to-stop service in ensure that passenger safety is not compromised. rural areas, and specialized service for GO terminal Customer experience was found to be highest when connections. Below are examples: customers are easily able to book their preferred ·· Urban – DAR Aurora-Oak Rides ( 31 / 32 / 84 ) ride through a mobile application. Currently, the DAR ·· Rural – DAR North North parameters make it difficult for technology to be ·· GO terminal service – DAR Route 61 with a fixed integrated due to the specifics of its criteria. In the future, destination during peak hours all types of DAR service will be able to utilize the same technology platform to improve customer experience. >> Each zone required to have at least one YRT major base or Viva route operating consistent frequent Cost was found to be the most variable parameter service, to follow the idea of a Frequent Transit across all routes. Zone-based models performed best Network ( FTN ) in both cost categories: cost per kilometre and average cost per passenger. All other types of DAR service >> On-Demand trips scheduled through one scored average or below when comparing average cost technological platform across all YRT / Viva DAR per passenger. zones with the ability to add fleet from other YRT / Viva vehicle pools, contracted operators or Operational efficiency was highest for current zone third-party service providers models such as Aurora-Oak Ridges ( 31 / 32 / 84 ) DAR. When the established zone is a small area, the average ·· Allow for user profile customization to enhance trip length is reduced, increasing the number of trips customer experience ( e.g. travelling with that can be delivered per hour. children, disabled passengers, etc. )

·· Operate as one model with the flexibility to add features as they become available

>> One centralized telephone number provided for all On-Demand services York Region Transit On-Demand Transit Strategy | 11

>> Provide service to and from any bus stop, any curb ·· GO Shuttle times are dependent to hub stop, or combination of both, within the on station catchment area and established urban or rural DAR boundary determined by Service Planning

>> Allow for future pilot of autonomous vehicle >> Below are KPIs for consideration / evaluation of technology or expansion On-Demand ( when to add vehicles or go back transition to bus service ): >> Vehicle costing methods would need to integrate both Mobility Plus and On-Demand services >> Passenger trips per service hour: region-wide ·· Urban: 2.0 to 10.0 ·· Rural: 1.0 to 5.0 >> On-Demand service scheduled using an integrated ·· Return to bus: over 10.0 passengers per hour trip planner that would plan complete trips utilizing all available YRT / Viva services, including fixed base >> Cost per service hour – should be similar to Mobility routes Plus and no higher than 50 per cent of current conventional YRT bus rate >> On-Demand trips completed by Mobility Plus dedicated vehicles, third-party ridesharing >> Average cost per vehicle kilometer: services, community-based transportation ·· Urban: $2.80 to $4.00 services, taxi, or a combination of services ·· Rural: $4.00 to $8.00 ·· GO Shuttle: $2.80 to $4.00 >> Customers have the option to pay using mobile fare payment >> Operating cost per passenger trip: ·· Urban: $7.00 to $28.00 >> Pre-booking of trips not permitted for any ·· Rural: $20.00 to $40.00 On-Demand route except for GO Shuttle service ·· GO Shuttle: $7.00 to $28.00

>> New Mobility Plus contracts would be able to >> Average trip length: incorporate new driver shifts for evening Mobility ·· Urban: 0 to 10 km Plus / On-Demand service ·· Rural: 0 to 20 km ( up to 10 km to closest operating base route ) >> Operating hours for On-Demand service would be ·· GO Shuttle: 1 to 15 km standardized. Below are proposed service hours: The Draft Concept Plan consists of the following ·· Weekdays – 9:30 a.m. to 1:45 p.m., last trip proposed service areas and boundaries ( see Figure 5-2 ). completed by 2 p.m. ·· Weekdays – 7 p.m. to 10:45 p.m., >> 15 On-Demand urban zones last trip completed by 11 p.m. >> 3 On-Demand rural zones ·· Weekends / holidays – 7:00 a.m. to 6:45 >> One On-Demand GO Shuttle p.m., last trip completed by 7 p.m. ·· Weekends / holidays – 7:00 p.m. to 10:45 p.m., last trip completed by 11 p.m. Church St Lake Metro Rd E

d d N R Church St Lake

d e

R n r Morton Ave t Metro Rd E o o ck River Rd r t Bla Pollock Rd n t l d L

e e a d

R M D N a

e R

c d Rd k e e i in v Basel

R n Sutton r v Morton Ave e i 8 A y 4 t o d Hw r R P o ck Rive

t Bla r C Pollock Rd

n R l t d e

e e a

road R f

N ide S

oyers d B d

M D a f

e r Pefferlaw g e

c R

k d e

e R i in v sel Ba d

Sutton t v e

8 k t r

i 8 d A Hwy 4 l Glenwoods Ave P R R

r a

4 a

C a w

R d

e a o R d

y o

B d

i r

R P road f r

N ide y S d oyers t

B d 1 w f

e e r Pefferlaw g e

R H S

d d

ad R n e e

est M d Old Homestead Rd m Woodbine Old Ho

t r Keswick o

8 k t

r t d D l Glenwoods Ave R R

r a Church St a

4 S e a w d k CarleyRd

a e d d o R Si rs y o a B d v R r

R P

r L

t y Ravenshoe Rd A Smith Blvd 1 w n

e S y e e a n

H d

S Wei d d estead R n y 1 M Old Homestead Rd m Woodbine Old Ho e

e w r Keswick

a o

d t n o D w Church St r C S n e Snoddon Rd d s a CarleyRd kc e e d rs Si rs n a R v W K e M R L Ravenshoe Rd A Smith Blvd e n

S y u a n Glenwoods Ave d y 1 Wei Boag Rd Q Old Shiloh Rd e a e w e d n o h w r

C n Snoddon Rd T s a c n e Keswick

W K e M nshoe Rd e Rave Highway 48 Warden Ave

Kennedy Rd u Glenwoods Ave Boag Rd Woodbine Ave McCowan Rd Q Old Shiloh Rd Holborn Rd e h Hochreiter Rd T Keswick Ravenshoe Rd Highway 48 Warden Ave

LeslieSt Kennedy Rd Woodbine Ave McCowan Rd Queensville Sideroad Holborn Rd Queensville Sideroad

S HochreiterYRT/Viva: Rd On Demand Transit e Queensville g

2ndConcession

o York Durham Line

Y QueensvilleStrategy Sideroad ProposedLeslieSt Queensville Zones Sideroad Holland

t Landing

S YRT/Viva: On Demand Transit e Queensville Mount Albert Rd Mount Albert Rd g

2ndConcession n Mount o York Durham Line Sharon Y Albert Strategy Proposed Zones North Holland Herald Rd Landing Green Lane E Durham Region Mount Albert Rd Mount Albert Rd Simcoe County Mount Sharon Albert Davis Dr North Regional Rd 31 Davis Dr W Herald Rd Green Lane E

Schomberg Durham Region Vivian Rd 2 LeslieSt Sideroad 19 L lo Simcoe County yd to w Davis Dr Kennedy Rd n-Aurora Rd 9thLine

Highway404 Regional Rd 31 Davis Dr W Yonge St St John’s Sideroad St John’s Sideroad Highway 48

Woodbine Ave Sideroad 18 McCowan Rd

Warden Ave

Schomberg Bathurst St Vivian Rd Dufferin St Ballantrae LeslieSt t E Aurora Rd 2 Sideroad 17 Wellington St W Wellington S Sideroad 19 L lo yd to w Kennedy Rd n-Aurora Rd 9thLine 19 Highway404 5 Yonge St St John’s Sideroad St John’s Sideroad Henderson Dr Vandorf Sideroad Sideroad 16 Highway 48

Woodbine Ave Sideroad 18 McCowan Rd

8th Concession 7th Concession Warden Ave

10th Concession

11th Concession

Bathurst St Dufferin St Ballantrae 3 Bloomington Rd Sideroad 15 t E Aurora Rd Sideroad 17 Wellington St W Wellington S Oak Ridges e

King City h Bethesda Sideroad t Nobleton 0 5 King Rd 19 1 Sideroad 16 Henderson Dr Vandorf Sideroad Main St 8th Concession 7th Concession Stouffville Rd 10th Concession

ighway 27 11th Concession King Vaughan Rd H Jefferson Sideroad

3 Bloomington Rd t

S Sideroad 15 Stouffville

e Peel Region n

a 19th Ave Oak Ridges e J Keele St Kirby Rd Gamblen Rd Weston Rd i

Highway 400 L

Kennedy Rd McCowan Rd Leslie St WoodbineAve WardenAve Dufferin St Bathurst St h King City BayviewAve Bethesda Sideroad t Nobleton 0

1 King Rd 9thLine 12 | On-Demand Transit Strategy Yonge St York Region Transit Highway404 Elgin Mills Rd E Kleinburg Teston Rd Elgin Mills Rd W 4 d York Durham Line R

Highway48 r

o Main St s e

Highway 50 Stouffville Rd e ighway 27 King Vaughan Rd Major Mackenzie Dr E R H Jefferson Sideroad Major Mackenzie Dr W Is t li S n Maple g Stouffville 6 e t

o Peel Region Church St Lake n 10 n Metro Rd a Figure 5-2: On-Demand Transit Strategy19th Ave – Proposed Zones E

d J 14 16th Ave Huntington Rd Keele St d N R Gamble Rd

Kirby Rd R 8 Weston Rd Carrville Rd d 12 e R n r Morton Ave t

18 o Rd Highway 400 o ck River r t Bla Pollock Rd A n

16 l t

e e a v Kennedy Rd Markham Leslie St WardenAve McCowan Rd WoodbineAve C

M D Dufferin St a

e e Bathurst St

c BayviewAve e Rd k i in v Basel Sutton

v e i 8 A Unionville Hwy 4 P

R d

Woodbridge e

road R f

N ide S

oyers d B d 9thLine

Highway 7 f r Pefferlaw g Yonge St e

Highway404 R

e Elgin Mills Rd E t

8 k t r d l Glenwoods Ave York Durham Line R d R

Kleinburg r a Teston R 4 a d Elgin Mills Rd W angstaff Rd a w L

4 a o R d

y o

R r B d P r t y 1

w 7

e 0 e

e 4 Highway48 r y

H a S

d d

estead R n M Old Homestead Rd m w Woodbine Old Ho h

o Hig r Keswick o

t D s ThornhillChurch St

S e

d k CarleyRd

e e d rs Si rs

a Highway 50 v R R L e Ravenshoe Rd A Smith Ave Blvd n 4th Hwy 400 1

S y lley Dr E R Yonge St a r n D d kenzie y 1 Wei a ajor Mac M e Highway 7 e w a

V d n o 9 w J Major Mackenzie Dr W o r h n C Milliken Snoddon Rd e s na St c I n e s Kipling Ave n W e K l i M e 7 i n P 13 u MarkhamRd Maple Glenwoods Ave Boag Rd g 6 Q 11 AOldve Shiloh E Rd t 15 Concord e Steeles o 17Highway 407 h 10 T n Hwy 427 Keswick 14 16th Ave Huntington Rd Ravenshoe Rd Highway 48 Warden Ave 8 Kennedy Rd Carrville Rd 12 Woodbine Ave McCowan Rd 18 Steeles Ave W © Lucidmap Inc. 2017 A 16 City of Toronto Holborn Rd v Markham e Hochreiter Rd Woodbridge Unionville

Highway 7 LeslieSt On-Demand-Bus Zones Queensville Sideroad Queensville Sideroad

Langstaff Rd t

S 1 - DAR North 10 - Markham N West YRT/Viva: On Demand Transit 07 e Queensville y 4 On Demand g a 2ndConcession 2 - Newmarket/Holland Landing 11 - ThornhillHighw South YRT Route n o York Durham Line Thornhill Strategy Zones Y 3 - Aurora/Oak Ridges 12 - Richmond Hill South Strategy Proposed Zones 4th Ave Holland Hwy 400 1 lley Dr Yonge St 4 - Richmond Hill North 13 - Thornhill West Highway / Road Züm 501/501A Landing Highway 7 a

V J 9 oh 5 - DAR King Milliken14 - Maple N East Mount Albert Rd Mount Albert Rd e n St Viva blue Viva orange

Kipling Ave n Mount i 6 - Markham/Stouffville N East 15 - Concord/Woodbridge7 Sharon P Albert 13 MarkhamRd Viva purpleNorth Viva green 17 15 Concord 11 7 - Markham S East Steeles Ave E16 - Woodbridge N Central Highway 407 Viva pink Viva yellow Herald Rd Hwy 427 8 - Markham N Central 17 - Woodbridge S West Green Lane E 9 - Markham S Central 18 - Woodbridge/Kleinburg Durham Region Steeles Ave W City of Toronto 19 - Whitchurch/Stouffville © Lucidmap Inc. 2017 Simcoe County Davis Dr Regional Rd 31 Davis Dr W

On-Demand-Bus Zones Schomberg Vivian Rd 2 LeslieSt Sideroad 19 L 1 - DAR North 10 - Markham N West lo yd On Demand to w Kennedy Rd 2 - Newmarket/Holland Landing 11 - Thornhill South YRT Route n-Aurora Rd 9thLine Strategy Zones Highway404 Yonge St St John’s Sideroad St John’s Sideroad

Highway 48

Woodbine Ave 3 - Aurora/Oak Ridges 12 - Richmond Hill South Sideroad 18 McCowan Rd 4 - Richmond Hill North 13 - Thornhill West Highway / Road Züm 501/501A Warden Ave

Bathurst St Dufferin St Ballantrae 5 - DAR King 14 - Maple N East t E Aurora Rd Viva blue Viva orange Sideroad 17 Wellington St W Wellington S 6 - Markham/Stouffville N East 15 - Concord/Woodbridge Viva purple Viva green 7 - Markham S East 16 - Woodbridge N Central 5 19 8 - Markham N Central 17 - Woodbridge S West Viva pink Viva yellow Sideroad 16 Henderson Dr Vandorf Sideroad

8th Concession 7th Concession

10th Concession 9 - Markham S Central 18 - Woodbridge/Kleinburg 11th Concession 3 Bloomington Rd 19 - Whitchurch/Stouffville Sideroad 15

Oak Ridges e

King City h Bethesda Sideroad t Nobleton 0

King Rd 1

Main St Stouffville Rd ighway 27 King Vaughan Rd H Jefferson Sideroad

S Stouffville

e Peel Region n

a 19th Ave

J Kirby Rd Keele St Gamble Rd Weston Rd

Highway 400

Kennedy Rd McCowan Rd Leslie St WoodbineAve WardenAve Dufferin St Bathurst St BayviewAve

9thLine

Yonge St Highway404 Elgin Mills Rd E Kleinburg Teston Rd Elgin Mills Rd W 4 d York Durham Line R

Highway48 r

Highway 50

Major Mackenzie Dr E R Major Mackenzie Dr W Is l in Maple g 6

t o 10 n 14 16th Ave Huntington Rd 8 Carrville Rd 12 18 A 16 v Markham e Woodbridge Unionville Highway 7 Langstaff Rd 407 hway Thornhill Hig 4th Ave Hwy 400 1 lley Dr Yonge St Highway 7 a

V Joh 9 Milliken e n St

Kipling Ave n i 7

P 13 MarkhamRd 11 teeles Ave E 17Highway 407 15 Concord S

Hwy 427

Steeles Ave W City of Toronto © Lucidmap Inc. 2017

On-Demand-Bus Zones 1 - DAR North 10 - Markham N West On Demand 2 - Newmarket/Holland Landing 11 - Thornhill South YRT Route Strategy Zones 3 - Aurora/Oak Ridges 12 - Richmond Hill South 4 - Richmond Hill North 13 - Thornhill West Highway / Road Züm 501/501A 5 - DAR King 14 - Maple N East Viva blue Viva orange 6 - Markham/Stouffville N East 15 - Concord/Woodbridge Viva purple Viva green 7 - Markham S East 16 - Woodbridge N Central 8 - Markham N Central 17 - Woodbridge S West Viva pink Viva yellow 9 - Markham S Central 18 - Woodbridge/Kleinburg 19 - Whitchurch/Stouffville York Region Transit On-Demand Transit Strategy | 13

Figure 5-2: On-Demand Transit Strategy Proposed Zones 1.9.4 Alternative Analysis Three alternative scenarios were analyzed ( Appendix K ). Each parameter was Zone Zone Name DAR Service Type Time Frame considered from a customer, operations and cost perspective. The three scenarios analyzed were: 1 DAR North Rural Existing 2 Newmarket / Holland Landing Urban convert DAR 52 2018 1. Remain status quo 2. Move towards a multiple zone model ( zone boundary model ) 3 Aurora / Oak Ridges Urban Existing 3. Move towards a one zone model ( route based model ) 4 Richmond Hill North Urban Future From this analysis, the multiple zone model was preferred from a customer, cost and 5 DAR King Rural Future operational perspective.

6 Markham / Stouffville N. East Urban – convert DAR 41 2018 1.9.5 Proposed Implementation Strategy 7 Markham S. East Urban Future An implementation strategy is proposed using each of the preferred parameters and includes suggested targets for the short-term ( 2017 ), medium-term ( 2018 to 2020 ) 8 Markham N. Central Urban – Convert DAR 40 2018 and long-term ( beyond 2020 ). 9 Markham S. Central Urban Future 10 Markham N. West Urban Future 11 Thornhill South Urban Future 12 Richmond Hill South Urban Future 13 Thornhill West Urban Future 14 Maple N. East Urban Future 15 Concord – Woodbridge Urban Future 16 Woodbridge – N. Central Urban Future 17 Woodbridge S. West Urban Future 18 Woodbridge / Kleinburg Urban Future 19 Whitchurch-Stouffville Rural Future 14 | On-Demand Transit Strategy York Region Transit

Table 0-1 – Proposed Implementation Strategy

Preferred Model Parameters Short-Term ( 2017 ) Medium-Term ( 2018-2019 ) Long-Term ( >2019 )

Would consist of multiple small Convert all YRT / Viva conventional DAR operations Implement multiple service Continuously monitor and update geographical DAR service zones no larger and management to Mobility Plus ( would strategize zones based on results of zones in accordance with land than approx. 16-24 square kilometres change in accordance with technology implementation analysis in accordance with use changes, infrastructure ( further analysis required to define optimal timeline ). implementation plan. development, financial resources zone location and area ). and customer demand. Initiate analysis to define optimal on demand service Update implementation strategy zones. as required. Develop implementation plan: >> Consider service transition in accordance with conventional service reduction >> Consider compliance to ASP, Strategic Plan, OP, TMP, PPS, etc. >> Consider seasonal changes in zone focal points and impact to service delivery Would operate in accordance with pre- Define customer focal point of zone. Implement region-wide- defined on-demand service zones, centered zone based on-demand around popular customer destinations model at maximum viable ( e.g. GO Stations, YRT Terminals, malls, level of service employment areas, shopping and popular attractions ). Each zone would contain at least one high Define base route driver for each zone ( consider future >> Update on-demand zones in accordance order transit bus route. ASP, FTN, VNEP, SSTS, YSTS, initiatives, etc. ). with most current transit plans >> Update long-term implementation plan as Initiate planning and policy analysis to predict travel new information is made available patterns and how it will affect zone boundaries. >> Enable changes in accordance with Develop and establish standards / criteria for future established zone boundary standards zone boundary changes. On-Demand service delivery levels would Define rural and urban boundaries and expected Update rural and urban boundaries in accordance with land use be defined by population density. This would transition ( consider addition of a third mid-level tier for changes. enable stop-to-stop service in urban areas transition areas ). and curb-to-stop service in rural areas. Specialized on-demand service available for customer to make GO Terminal connections. York Region Transit On-Demand Transit Strategy | 15

Table 0-1 – Proposed Implementation Strategy

Preferred Model Parameters Short-Term ( 2017 ) Medium-Term ( 2018-2019 ) Long-Term ( >2019 )

Urban Evaluate effectiveness of urban / rural split, and update service model accordingly. Rural

GO Terminal service ( specialized DAR Pilot GO shuttle DAR service for one service area Analyze results of pilot to inform the future continuation or service would be available to connect ( replacement of conventional GO Shuttle ). elimination of GO Terminal DAR service. customers to GO stations ). Analysis to determine pilot service area and parameters. Analyze efficiency of providing specialized DAR GO Terminal service to replace conventional GO Shuttles. Consider impact of future RER changes. Would utilize one technological platform Online platform to be made available for customers to Updated technology features to be added as available across all YRT / Viva DAR zones with the book rides for Mobility Plus and DAR services. ability to add fleet from other YRT vehicle pools, YRT contracted operators and external operators such as public taxi or Uber services, as required. Would operate as one model with the Convert all day to day operations and management of flexibility to incrementally add / modify conventional DAR service to Mobility Plus. features as they become available and viable for implementation. Would restrict pre-booking of trips to Analyze viability of restricting pre-booking of trips Implement On-Demand service without the option to pre-book. service operation hours. and develop transition plan ( may be a requirement for certain users ). Service hours would be standardized across Initiate analysis to determine standardized service Standardize service hours for all DAR service. all YRT / VIVA DAR zones. hours. Customer safety will be maintained a Prioritize Safety and Training recommendations. priority for all trips. 16 | On-Demand Transit Strategy York Region Transit

1.9.6 Short Term Implementation 1.9.7 Medium ( 2018 to 2020 ) and Long Term Long-term goals beyond 2020 will align with York In July 2017, the following DAR service changes were Implementation ( Beyond 2020 ) Region’s Vision 2051, 2016 Transportation Master Plan implemented as a part of the On-Demand Strategy: YRT / Viva’s On-Demand Transit Strategy has been ( TMP ), 2015-2019 Strategic Plan, Official Plan ( 2010 ), developed to improve transit services in low-demand Moving to 2020: YRT / Viva 2016-2020 Strategic Plan, and >> Conventional Route 50A – Sutton-Pefferlaw areas, and to provide a cost effective alternative for the YRT / Viva Five Year Strategic Plan ( 2021-2025 ). service replaced by DAR North service on underperforming routes in urban and suburban areas. weekdays and DAR Sutton-Pefferlaw service This strategy is based on the establishment of defined Providing transit in low-demand areas is essential to the on weekends / holidays service boundaries, whereby service is provided by a vitality of the community and the economic development combination of Bus Rapid Transit ( BRT ), conventional, of York Region. >> DAR Sutton-Pefferlaw provides on-demand DAR and Mobility Plus services. As mobile technology service using existing stops along the former becomes available, the migration to one platform for conventional Route 50A routing. Virginia Beach all DAR routes will commence. Medium and long-term Ferry Docks and the stop at Black River Road goals will be implemented as technology permits and and Dalton Road have been added to the service will include: >> DAR North span of service extended to provide >> An on-demand analysis to be part of the 2019 and all-day weekday service beyond TI frame work to identify existing low- >> The TapRide contract was not extended beyond demand conventional service June 30, 2017, and Route 56 DAR service was >> A marketing plan be created that includes a moved to the existing RouteMatch software rebranding strategy for all On-Demand transit >> All conventional DAR service was replaced by services in York Region ( example: Orlando Lynx ) an On-Demand service operated by Mobility Plus, >> On-Demand service contracts be created once the contract with Care Accessible expired consistent with the proposed zone boundary model on July 31, 2017 contract with Care Accessible that integrates DAR and Mobility Plus services expires on July 31, 2017 >> The transition of Route 9 – 9th Line to DAR service, as per the 2017 Annual Service Plan, be aligned with the implementation of the mobile platform technology

>> Introduce On-Demand Aurora GO Shuttle service

>> Standardization of operating hours

>> Formalizing On-Demand service zones as recommended for DAR service

>> Aligning contracts to ensure language reflects both On-Demand and existing Mobility Plus service York Region Transit On-Demand Transit Strategy | 17

Appendices

18 | On-Demand Transit Strategy York Region Transit

Appendix A – DAR Routes and Implementation Dates

Conventional DAR DAR North

Route Date of Route Date of Route Date Modified Route Date Modified Number Implementation Number Implementation 10 Woodbridge 20-Apr-14 DAR North 4-Jan-16 4-Jul-17 40 Unionville Local 25-Apr-10 DAR Sutton-Pefferlaw 2-Jul-17 41 Markham Local 25-Apr-10 Mobility Plus 44 Bristol 28-Mar-06 Route Date of Route Date Modified Number Implementation 52 Holland Landing 21-Apr-13 Mobility 6-Oct-01 58 Mount Albert 20-Apr-14 Plus Mobility Plus Operated – Boundary & Route Based

Route Date of Route Date Modified Number Implementation 15 Stouffville 26-Jun-16 31 Aurora North 8-Jan-17 32 Aurora South 25-Apr-10 2-Feb-15 & 11-Nov-15 44 Bristol 20-Apr-14 26-June-16

56 Gorham 26-Jun-16 06-Nov-16 61 King Local 26-Jun-16 84 Oak Ridges 25-Apr-10 2-Feb-15 & 11-Nov-15 York Region Transit On-Demand Transit Strategy | 19

Appendix B – On-Demand Service Hours by Route as of July 2017

Weekday Saturday Sunday / Holiday

Conventional Routes Route Current Current Current 10 – Woodbridge - 10 a.m. – 8 p.m. 9:30 a.m. – 7:45 p.m. - 7 a.m. – 9:45 a.m. 8 a.m. – 10:45 a.m. 15 – Stouffville* - 3 p.m. – 5:45 p.m. 3 p.m. – 5:45 p.m.

40 – Unionville Local 8:15 p.m. – 12:15 a.m. 8:15 p.m. – 10:45 p.m. - 41 – Markham Local 7:40 p.m. – 11:40 p.m. 7:30 p.m. – 10:45 p.m. - 52 – Holland Landing 7:34 p.m. – 10:14 p.m. 7 p.m. – 10:45 p.m. - 58 – Mount Albert** 10:30 p.m. – 11:21 p.m. 8 a.m. – 7:45 p.m. - 5:30 a.m. – 7:50 a.m. - - 61 – King Local*** 5:30 p.m. – 7:30 p.m. - - Dial-a-Ride ( DAR ) Routes DAR North 7:30 a.m. – 10:45p.m. Sutton-Pefferlaw 8 a.m. – 7:45 p.m. 8 a.m. – 7:45 p.m.

84 – Oak Ridges 9:30 a.m. – 1:45 p.m. 7 a.m. – 6:45 p.m. - 6:30 p.m. – 10:45 p.m. - - 32 / 84 – Aurora and Oak Ridges 6:30 p.m. – 10:45 p.m. 7 a.m. – 6:45 p.m. - 31 – Aurora North 6:30 p.m. – 10:45 p.m. - -

44 – Bristol 7 p.m. – 10:45 p.m. 7 p.m. – 10:45 p.m. -

56 – Gorham 7 p.m. – 10:45 p.m. 7 p.m. – 9:15 p.m. 7 p.m. – 9:15 p.m.

* pick up / drop off at any bus stop servicing Route 15 – Stouffville ** weekdays – one trip only from 404 plaza to 58 bus stop #4869 *** GO train connections to 6:52 a.m., 7:52 a.m., 5:23 p.m., 6:18 p.m. 20 | On-Demand Transit Strategy York Region Transit

Appendix C – Manual vs. Reported Ridership Counts for Conventional DAR Routes ( March 2017 )

Monday Tuesday Wednesday Thursday Friday Saturday Care Week Care Week YRT Week Monday Tuesday Wednesday Thursday Friday Saturday Sunday Sunday Route YRT Count YRT Count YRT Count YRT Count YRT Count YRT Count Total Count Avg Total Count Total Count Care Avg ( Jan ) Care Avg ( Jan ) Care Avg ( Jan ) Care Avg ( Jan ) Care Avg ( Jan ) Care Avg ( Jan ) Care Avg ( Jan ) YRT Count ( Mar ) ( Mar ) ( Mar ) ( Mar ) ( Mar ) ( Mar ) ( Mar ) ( Jan ) ( Feb ) ( Mar )

10 ------9 8 6.2 9 15.2 17 17

40 6.75 4 7 2 6.5 1 6.25 3 7.25 4 4 0 - - 37.75 39 14 41 5 7 6 6 5.75 5 5.75 6 8 7 4.25 3 - - 34.75 37 34

52 5.75 6 5.8 6 9 9 6 10 6.5 6 4.75 4 - - 37.8 50 41

58A 1.75 1.75 1.8 1.8 1.5 1.5 1.25 1.25 1.5 1.5 8.75 2 - - 16.55 10 9.8 Total 19.25 18.75 20.6 15.8 22.75 16.5 19.25 20.25 23.25 18.5 30.75 17 6.2 9 142.05 153 115.8 York Region Transit On-Demand Transit Strategy | 21

10 ------9 8 6.2 9 15.2 17 17

40 6.75 4 7 2 6.5 1 6.25 3 7.25 4 4 0 - - 37.75 39 14 41 5 7 6 6 5.75 5 5.75 6 8 7 4.25 3 - - 34.75 37 34

52 5.75 6 5.8 6 9 9 6 10 6.5 6 4.75 4 - - 37.8 50 41

58A 1.75 1.75 1.8 1.8 1.5 1.5 1.25 1.25 1.5 1.5 8.75 2 - - 16.55 10 9.8 Total 19.25 18.75 20.6 15.8 22.75 16.5 19.25 20.25 23.25 18.5 30.75 17 6.2 9 142.05 153 115.8 22 | On-Demand Transit Strategy York Region Transit

Appendix D – Dial-a-Ride Ridership and Cost Comparison ( July to December 2016 )

Conventional Mobility Plus

Ridership Pre DAR Ridership Post DAR Ridership Post DAR Change in Ridership Staff Cost Total Cost Route DAR Model Cost per hour Weekday Saturday Sunday Weekday Saturday Sunday Weekday Saturday Sunday Weekday Saturday Sunday per hour per hour DAR North Rural 10 0 $29.74 $5.58 $35.32

15 Route 21 26 2 1 -19 -25 $43.43 $21.29 $64.72 56 Route 71 24 18 1 2 2 -70 -22 -16 $26.54 $92.54 $119.08 61 Shuttle 12 8 -4 $84.14 $16.50 $100.64

Conventional DAR 10 Route 10 9 $41.34 n / a $41.34 32 / 84 Zone 15 30 21 23 6 -7 $21.14 $14.47 $35.61

84 Zone 14 12 -2 $21.13 $17.71 $38.84 40 Route 7 8 $41.34 n / a $41.34 41 Route 13 13 $41.34 n / a $41.34

44 Route 9 5 7 1 -2 -4 $50.99 $30.56 $81.55 52 Route 28 26 $41.34 n / a $41.34 58 Route 3 $41.34 n / a $41.34

Note: Average daily ridership York Region Transit On-Demand Transit Strategy | 23

Conventional Mobility Plus

15 Route 21 26 2 1 -19 -25 $43.43 $21.29 $64.72 56 Route 71 24 18 1 2 2 -70 -22 -16 $26.54 $92.54 $119.08 61 Shuttle 12 8 -4 $84.14 $16.50 $100.64

Conventional DAR 10 Route 10 9 $41.34 n / a $41.34 32 / 84 Zone 15 30 21 23 6 -7 $21.14 $14.47 $35.61

84 Zone 14 12 -2 $21.13 $17.71 $38.84 40 Route 7 8 $41.34 n / a $41.34 41 Route 13 13 $41.34 n / a $41.34

44 Route 9 5 7 1 -2 -4 $50.99 $30.56 $81.55 52 Route 28 26 $41.34 n / a $41.34 58 Route 3 $41.34 n / a $41.34 24 | On-Demand Transit Strategy York Region Transit York Region Transit On-Demand Transit Strategy | 25

Appendix E – Mobility Plus DAR Program Cost by Route ( July to December 2016 )

Service Mobility Plus Costs Conventional Costs ( Savings ) / Cost DAR 31 / 32 $26,247.20 $52,408.65 -$26,161.45

DAR 15 & 61 $37,822.00 $98,032.50 -$60,210.50

DAR 44 $27,331.36 $24,969.36 $2,362.00

DAR 56 $5,972.00 $31,878.00 -$25,906.00

DAR 84 $17,498.13 $34,925.04 -$17,426.91

DAR North $40,262.82 $ – $40,262.82

DAR Coverage $72,457.00 $ – $72,457.00 Sub DAR only $227,590.51 $242,213.55 -$14,623.04 RT 50A $78,789.85 $30,387.60 $48,402.25 Total $306,380.36 $272,601.15 $33,779.21

Note: DAR North partially offset by MTO Grant

DAR Coverage: Added a cover bus to handle children and bikes

Savings for Route 50A were not applied to DAR but re-invested to revise Route 50 service costs. Does not include staffing costs. 26 | On-Demand Transit Strategy York Region Transit

Appendix F -Benefits and Challenges to Current On-Demand Transit Service by Route

DAR Route Booking Profile Weekdays Saturdays Sunday / Holiday How It Works Benefits Challenges Zone 1 ( weekdays, 9:30 a.m. – 2 p.m. and 7 a.m. – 7 p.m. N / A >> stop to stop for routes not running ( 31 / 32 / 84 ) >> RM "Common Name" naming convention allows >> need to recognize bookings from stop-to-stop on running fixed routes daytime ) ID# 35539 6:30 p.m. – 11 p.m. ** last pick up 6:45 p.m. >> not a service area / no curb addresses easy recognition for zone stop bookings >> need to recognize if origin or destination stop is on rapid transit fixed route in order to book to closest stop Oak Ridges / >> Zone 1 – M to F 9:30 a.m. – 2 p.m. >> able to add ride to MP vehicle if unable to >> scheduling pre-booked rides ( giving riders a pick up time at booking-need to schedule Aurora Zone 2 ( weekday ** last pick up 1:45 p.m. >> Zone 1 / 2 / 3 – M to F 5 p.m. – 11 p.m. accommodate on dedicated vehicle their trip into vehicle immediately, scheduling on-demand trips around pre-booked ( 84 / 32 / 31 ) evening & Saturday ) or 10:45 p.m. >> Zone 1 / 2 – Saturday 7 a.m. – 7 p.m. >> able to track vehicle and rider in RM dispatch trips-cannot link rides because we cannot change pre-booked times ) ID# 35540 >> riders can pre-book same day prior to service hours >> need to assign a dedicated vehicle in order to accomodate times and location of trips ( low demand area ) ID# 36055 8 a.m. – 11 a.m. and N / A N / A >> closest stop / hub to curb, curb to >> pre-booking assists with the >> needed RM to identify 1 km boundary on fixed route, stops, hubs, and service area 4 p.m. – 8 p.m. curb, curb to closest stop / hub complicated nature of the model beyond 1 km in order to determine eligibility and closest stops or hubs >> ineligible within 1 km of fixed route >> very long rides servicing an area with no prior fixed route ** last pick up North – >> eligible outside of 1 km from fixed >> rural area, isolated stops, winter snow removal an issue 10:45 a.m. or 7:45 p.m. Including route within zone area >> manual booking process is very long ( are they eligible? Where is the closest stop / hub? ) Bales >> difficult to find some rural addresses on the map >> vehicle needs to be dead headed for short trips >> riders are not using it to access the fixed route but to get from rural areas to town >> infrequent service on existing fixed route riders are connecting to ID# 37229 N / A 7 a.m. – 10 a.m. and 8 a.m. – 11 a.m. and >> stop to stop for route not running ( 15 ) >> RM "Common Name" naming convention >> scheduling pre-booked rides ( giving riders a pick up time at booking-need to schedule 3 p.m. – 6 p.m. 3 p.m. – 6 p.m. >> not a service area / no curb addresses allows easy recognition for stops their trip into vehicle immediately, scheduling on-demand trips around pre-booked >> riders can pre-book same day prior to service hours >> able to track vehicle and rider in RM dispatch trips-cannot link rides because we cannot change pre-booked times ) 15 ** last pick up ** last pick up time >> most riders are using the service to >> need to assign a dedicated vehicle in order to accommodate times and location of trips ( low demand area ) Stouffville 9:45 a.m. / 5:45 p.m. 10:45 a.m. / 5:45 p.m. access the rapid transit line >> unable to accommodate MP rides or MP vehicles assist with rides as vehicle is running like shuttle >> riders usage has model running more >> riders can wait up to 1 hour for service like a shuttle than other models >> distance of trips is long: 15-25 km ID# 37230 7 p.m. – 11 p.m. 7 p.m. – 11 p.m. N / A >> stop to stop for route not running ( 44 ) >> RM "Common Name" naming convention >> scheduling pre-booked rides ( giving riders a pick up time at booking-need to schedule >> not a service area / no curb addresses allows easy recognition for stops their trip into vehicle immediately, scheduling on-demand trips around pre-booked ** last pick up ** last pick up >> Monday to Saturday 19:00 – 23:00 >> able to add ride to MP vehicle if unable to trips-cannot link rides because we cannot change pre-booked times ) 44 10:45 p.m. 10:45 p.m. >> riders can pre-book same day prior to service hours accommodate on dedicated vehicle >> need to assign a dedicated vehicle in order to accommodate times and location of trips ( low demand area ) Newmarket >> most riders originate from >> able to track vehicle and rider in RM dispatch >> driver / vehicle is under utilized Bristol Newmarket Bus Terminal >> able to add ride for MP rider to this >> riders using service to go home dedicated vehicle as driver is available >> good service, no issues, small demand York Region Transit On-Demand Transit Strategy | 27

DAR Route Booking Profile Weekdays Saturdays Sunday / Holiday How It Works Benefits Challenges Zone 1 ( weekdays, 9:30 a.m. – 2 p.m. and 7 a.m. – 7 p.m. N / A >> stop to stop for routes not running ( 31 / 32 / 84 ) >> RM "Common Name" naming convention allows >> need to recognize bookings from stop-to-stop on running fixed routes daytime ) ID# 35539 6:30 p.m. – 11 p.m. ** last pick up 6:45 p.m. >> not a service area / no curb addresses easy recognition for zone stop bookings >> need to recognize if origin or destination stop is on rapid transit fixed route in order to book to closest stop Oak Ridges / >> Zone 1 – M to F 9:30 a.m. – 2 p.m. >> able to add ride to MP vehicle if unable to >> scheduling pre-booked rides ( giving riders a pick up time at booking-need to schedule Aurora Zone 2 ( weekday ** last pick up 1:45 p.m. >> Zone 1 / 2 / 3 – M to F 5 p.m. – 11 p.m. accommodate on dedicated vehicle their trip into vehicle immediately, scheduling on-demand trips around pre-booked ( 84 / 32 / 31 ) evening & Saturday ) or 10:45 p.m. >> Zone 1 / 2 – Saturday 7 a.m. – 7 p.m. >> able to track vehicle and rider in RM dispatch trips-cannot link rides because we cannot change pre-booked times ) ID# 35540 >> riders can pre-book same day prior to service hours >> need to assign a dedicated vehicle in order to accomodate times and location of trips ( low demand area ) ID# 36055 8 a.m. – 11 a.m. and N / A N / A >> closest stop / hub to curb, curb to >> pre-booking assists with the >> needed RM to identify 1 km boundary on fixed route, stops, hubs, and service area 4 p.m. – 8 p.m. curb, curb to closest stop / hub complicated nature of the model beyond 1 km in order to determine eligibility and closest stops or hubs >> ineligible within 1 km of fixed route >> very long rides servicing an area with no prior fixed route ** last pick up North – >> eligible outside of 1 km from fixed >> rural area, isolated stops, winter snow removal an issue 10:45 a.m. or 7:45 p.m. Including route within zone area >> manual booking process is very long ( are they eligible? Where is the closest stop / hub? ) Bales >> difficult to find some rural addresses on the map >> vehicle needs to be dead headed for short trips >> riders are not using it to access the fixed route but to get from rural areas to town >> infrequent service on existing fixed route riders are connecting to ID# 37229 N / A 7 a.m. – 10 a.m. and 8 a.m. – 11 a.m. and >> stop to stop for route not running ( 15 ) >> RM "Common Name" naming convention >> scheduling pre-booked rides ( giving riders a pick up time at booking-need to schedule 3 p.m. – 6 p.m. 3 p.m. – 6 p.m. >> not a service area / no curb addresses allows easy recognition for stops their trip into vehicle immediately, scheduling on-demand trips around pre-booked >> riders can pre-book same day prior to service hours >> able to track vehicle and rider in RM dispatch trips-cannot link rides because we cannot change pre-booked times ) 15 ** last pick up ** last pick up time >> most riders are using the service to >> need to assign a dedicated vehicle in order to accommodate times and location of trips ( low demand area ) Stouffville 9:45 a.m. / 5:45 p.m. 10:45 a.m. / 5:45 p.m. access the rapid transit line >> unable to accommodate MP rides or MP vehicles assist with rides as vehicle is running like shuttle >> riders usage has model running more >> riders can wait up to 1 hour for service like a shuttle than other models >> distance of trips is long: 15-25 km ID# 37230 7 p.m. – 11 p.m. 7 p.m. – 11 p.m. N / A >> stop to stop for route not running ( 44 ) >> RM "Common Name" naming convention >> scheduling pre-booked rides ( giving riders a pick up time at booking-need to schedule >> not a service area / no curb addresses allows easy recognition for stops their trip into vehicle immediately, scheduling on-demand trips around pre-booked ** last pick up ** last pick up >> Monday to Saturday 19:00 – 23:00 >> able to add ride to MP vehicle if unable to trips-cannot link rides because we cannot change pre-booked times ) 44 10:45 p.m. 10:45 p.m. >> riders can pre-book same day prior to service hours accommodate on dedicated vehicle >> need to assign a dedicated vehicle in order to accommodate times and location of trips ( low demand area ) Newmarket >> most riders originate from >> able to track vehicle and rider in RM dispatch >> driver / vehicle is under utilized Bristol Newmarket Bus Terminal >> able to add ride for MP rider to this >> riders using service to go home dedicated vehicle as driver is available >> good service, no issues, small demand 28 | On-Demand Transit Strategy York Region Transit

DAR Route Booking Profile Weekdays Saturdays Sunday / Holiday How It Works Benefits Challenges ID# 37231 7 p.m. – 11 p.m. 7 p.m. – 9:30 p.m. 7 p.m. – 9:30 p.m. >> curb-to-curb, stop-to-stop, curb-to-stop >> not required to book, schedule or dispatch >> software does not have an integrated trip planner ( can’t recognize ** last pick up 9:15 p.m. ** last pick up 9:15 p.m. all under 3.25 km within geofenced area trips if rider uses mobile app closest running stop, first and last mile trip ) ** last pick up >> replacing route not running ( 56 ) >> automatic scheduling should be able to >> vehicle runs on independent software from RM 10:45 p.m. >> use TapRide software ( mobile app, admin booking ) accommodate a larger number of riders >> no active dispatch functions ( moving trips, history of completed trips, delete trips ) 56 >> trips are automatically scheduled and >> spontaneous booking eliminates pre-booking window >> no trip kilometer information Newmarket dispatched to drivers logged into software >> map allows visual of service area, >> scheduling does not recognize first and last mile trip for single rider and tries to link it Gorham drivers and riders A to B trips >> scheduling does no recognise closest driver to trips Eagle >> create trip restrictions by accommodation, >> scheduling does not utilize drivers evenly ( TapRide ) geofence, passengers, stop, time and distance >> scheduling algorithm does not link or assign trips in logistical pick up or drop off order >> have free text to alert rider of reason >> reports are substandard for restriction of trip booking >> honk notification sent to the rider’s phone when the driver is at the pick up and the rider is not there ID# 37228 05:30 to 07:50* and N / A N / A >> stop to stop for route not running ( 61 rush >> RM "Common Name" naming convention >> need to assign a dedicated vehicle in order to accommodate times and location of trips ( low demand area ) 17:30 to 19:30^ hour route ) allows easy recognition for stops >> distance of trips is long 15-25 km >> not a service area / no curb addresses >> able to track vehicle and rider in RM dispatch >> difficult to accommodate spontaneous requests for all available stops as vehicle travels south *last arrival at the >> most trips are standing orders going to and from >> standing orders and pre-booked rides are and north for the existing pre-booked riders ( requests for east and west travel may be denied ) GO Station GO Train station scheduled night before manually by scheduler 61 King ^last pick up from >> riders can pre-book day before >> vehicles do MP trips inbetween AM and PM service GO Station is 18:30 ( because of early service hours ) >> most riders are using the service to access GO Train, or fixed route >> riders usage has model running more like a shuttle than other models York Region Transit On-Demand Transit Strategy | 29

DAR Route Booking Profile Weekdays Saturdays Sunday / Holiday How It Works Benefits Challenges ID# 37231 7 p.m. – 11 p.m. 7 p.m. – 9:30 p.m. 7 p.m. – 9:30 p.m. >> curb-to-curb, stop-to-stop, curb-to-stop >> not required to book, schedule or dispatch >> software does not have an integrated trip planner ( can’t recognize ** last pick up 9:15 p.m. ** last pick up 9:15 p.m. all under 3.25 km within geofenced area trips if rider uses mobile app closest running stop, first and last mile trip ) ** last pick up >> replacing route not running ( 56 ) >> automatic scheduling should be able to >> vehicle runs on independent software from RM 10:45 p.m. >> use TapRide software ( mobile app, admin booking ) accommodate a larger number of riders >> no active dispatch functions ( moving trips, history of completed trips, delete trips ) 56 >> trips are automatically scheduled and >> spontaneous booking eliminates pre-booking window >> no trip kilometer information Newmarket dispatched to drivers logged into software >> map allows visual of service area, >> scheduling does not recognize first and last mile trip for single rider and tries to link it Gorham drivers and riders A to B trips >> scheduling does no recognise closest driver to trips Eagle >> create trip restrictions by accommodation, >> scheduling does not utilize drivers evenly ( TapRide ) geofence, passengers, stop, time and distance >> scheduling algorithm does not link or assign trips in logistical pick up or drop off order >> have free text to alert rider of reason >> reports are substandard for restriction of trip booking >> honk notification sent to the rider’s phone when the driver is at the pick up and the rider is not there ID# 37228 05:30 to 07:50* and N / A N / A >> stop to stop for route not running ( 61 rush >> RM "Common Name" naming convention >> need to assign a dedicated vehicle in order to accommodate times and location of trips ( low demand area ) 17:30 to 19:30^ hour route ) allows easy recognition for stops >> distance of trips is long 15-25 km >> not a service area / no curb addresses >> able to track vehicle and rider in RM dispatch >> difficult to accommodate spontaneous requests for all available stops as vehicle travels south *last arrival at the >> most trips are standing orders going to and from >> standing orders and pre-booked rides are and north for the existing pre-booked riders ( requests for east and west travel may be denied ) GO Station GO Train station scheduled night before manually by scheduler 61 King ^last pick up from >> riders can pre-book day before >> vehicles do MP trips inbetween AM and PM service GO Station is 18:30 ( because of early service hours ) >> most riders are using the service to access GO Train, or fixed route >> riders usage has model running more like a shuttle than other models 30 | On-Demand Transit Strategy York Region Transit York Region Transit On-Demand Transit Strategy | 31

Appendix G – Current Technology Limitations

Customer Staff / Dispatcher No integrated trip planner; dispatchers must confirm RouteMatch No mobile application – riders must call in validity of trip locations, and service hours

Riders must call in for confirmed times as they could Dispatchers must take call and manually book and change schedule trip into dedicated vehicle

Need to assign a dedicated vehicle for manual scheduling

TapRide Can’t get ETA if not using the mobile application Reporting features are substandard

Dispatcher has no dispatching functions to reassign or delete trips

No integrated trip planner; dispatchers must confirm validity of trips

Building of itinerary does not always result in most efficient routing or driver selection

If a driver performs trips out of order ETA can no longer be calculated

No Km calculations for trips

Can’t book 3-way trips as software does not recognize first and last mile

Can’t offer second service area running on different days or different times 32 | On-Demand Transit Strategy York Region Transit

Appendix H – Process Mapping

NO No trip Figure 12-1 booked Process for DAR 61 – King Standing orders pre-booked Dispatcher determines if YES Rider calls in Dispatcher checks Call goes to request is within day before or to see if time dispatcher service hours/ requested is same day boundary/ available verifies stops

NO YES Dispatcher manually Rider decides Is the trip Drivers manifest books trip into No trip if negotiated same day or Same is automatically designated vehicle booked time is acceptable day before? day updated for negotiated time

Day before

Dispatcher Scheduler manually Drivers get Rider calls on manually books schedules trip manifest on day of same day to Driver trip into software into designated trip when he logs confim time performs (trips) vehicle into tablet of trip trips

Start End Step Decision Link Input/Output York Region Transit On-Demand Transit Strategy | 33

Figure 12-2 Rider books Process for DAR 56 trip on – Newmarket mobile app Dispatcher determines if YES request is within Dispatcher checks Call goes to Rider calls in service hours/boundary/ to see if time dispatcher same day verifies start or requested is end of trip/ available verifies length of trip

NO Rider decides Dispatcher advises Dispatcher makes trip No trip if negotiated client of plan to use Viva yellow if booked time/stops are Viva yellow trip trip starts/ends on Viva acceptable

YES

Dispatcher Software schedules Drivers gets Driver manually books trip into designated itinerary performs trip into software vehicle on tablet trips

Start End Step Decision Link Input/Output 34 | On-Demand Transit Strategy York Region Transit

NO No trip Figure 12-3 booked Process for DAR North Dispatcher determines if YES Rider calls in request is within Dispatcher checks Call goes to 7 days in advance service hours/service area/ to see if time dispatcher or same day verifies stops/ requested is hubs and addresses available

In advance

Start End Step Decision Link Input/Output York Region Transit On-Demand Transit Strategy | 35

NO No trip Figure 12-4 booked Process for DAR Zone ( 31 / 32 / 84 ) – Aurora Oak Ridges, Route 15 – Stouffville, Dispatcher Route 44 – Bristol determines if YES Dispatcher checks Call goes to request is within Rider calls in to see if time dispatcher service hours/ same day requested is boundary/ available verifies stops

NO YES Dispatcher manually Rider decides Drivers manifest books trip into Driver No trip if negotiated is automatically designated vehicle performs booked time is acceptable updated for negotiated time trips

Start End Step Decision Link Input/Output 36 | On-Demand Transit Strategy York Region Transit

Appendix I – Global Best Practices Summary

Location York Region Belgium Denmark Gelderland, Netherlands Orlando, Florida

Name of Service YRT / Viva Belbus Lynx >> Provides transit service >> 2 Million Inhabitants >> Urban and Rural >> Orange, Seminole and >> 5-7 square mile zones Service Location to 9 municipalities >> 6 Regions ( 200,000- Osceola Counties >> 13 zones” in York Region 800,000 inhabitants ) >> DAR North – ( address >> Covers 195 municipalities >> 5480 passengers per day >> Combine several types of transportation; >> Defined service area >> Residents must call at least to curb fixed route ) >> 134 service areas Scheduled + Individual Variable. >> Service hours two hours in advance Type of On Demand Service >> Conventional DAR >> Cooperation between the Public 5 a.m. to 8 p.m. >> Curb-to-stop Provided >> Boundary-based DAR Transport Organizations in Denmark >> Standardized hours with improved performance and reduced and phone number costs in Demand Responsive Transit Threshold – Maximum 10 5 Number of riders per hour >> Mobile application >> Driver’s app >> Android functions ( live vehicle >> Planning and Control Centre >> Real-time information >> NeighborLink real-time >> Mobile fare payment >> Cover app ( list with transport requests, tracking, tracking vehicle history ) integrated technology system – fixed route real time information ( customers route guidance to next stop, receives information – ability can reserve, update or Technology Used messages from call centre ) to find location of bus cancel trips through the on smartphone or internet without having by telephone call to call a representative ) Mobility Plus and some >> Integrated: different solution, >> Integrated with other transportation >> Not integrated with local routes Level of Integration on-demand routes according to parameters systems ( school services, healthcare ) >> Arboc >> Sedans >> 77 in-company busses >> 173 subcontractor busses >> 773 Hauliers, 5,162 unique vehicles >> One vehicle assigned to each zone ( 13 ) Fleet Used >> Vans >> 40 taxi vehicles >> Currently demonstrating >> Replacing stand-alone system >> Connect transport with commercial activities >> Integrates multiple service providers >> Transitioned from 1 call center and 1 >> Contracts for vehicles within zones 3-4 different by integrated system >> Improved interconnections urban and regional operator per region to integrated system On-Demand models >> Replaces fixed theoretical times >> Need for real-time market research >> PCC – Planning and Control Centre in Additional Information by realistic time windows to continue to improve 5 regions and several operators >> Customer profile kept with characteristics, >> Requirement for modern technology transport requests and suspension info to reduce call centre expenses >> Financial incentives to operators >> Optimization of passenger grouping York Region Transit On-Demand Transit Strategy | 37

Location York Region Belgium Denmark Gelderland, Netherlands Orlando, Florida

Name of Service YRT / Viva Belbus Lynx >> Provides transit service >> 2 Million Inhabitants >> Urban and Rural >> Orange, Seminole and >> 5-7 square mile zones Service Location to 9 municipalities >> 6 Regions ( 200,000- Osceola Counties >> 13 zones” in York Region 800,000 inhabitants ) >> DAR North – ( address >> Covers 195 municipalities >> 5480 passengers per day >> Combine several types of transportation; >> Defined service area >> Residents must call at least to curb fixed route ) >> 134 service areas Scheduled + Individual Variable. >> Service hours two hours in advance Type of On Demand Service >> Conventional DAR >> Cooperation between the Public 5 a.m. to 8 p.m. >> Curb-to-stop Provided >> Boundary-based DAR Transport Organizations in Denmark >> Standardized hours with improved performance and reduced and phone number costs in Demand Responsive Transit Threshold – Maximum 10 5 Number of riders per hour >> Mobile application >> Driver’s app >> Android functions ( live vehicle >> Planning and Control Centre >> Real-time information >> NeighborLink real-time >> Mobile fare payment >> Cover app ( list with transport requests, tracking, tracking vehicle history ) integrated technology system – fixed route real time information ( customers route guidance to next stop, receives information – ability can reserve, update or Technology Used messages from call centre ) to find location of bus cancel trips through the on smartphone or internet without having by telephone call to call a representative ) Mobility Plus and some >> Integrated: different solution, >> Integrated with other transportation >> Not integrated with local routes Level of Integration on-demand routes according to parameters systems ( school services, healthcare ) >> Arboc >> Sedans >> 77 in-company busses >> 173 subcontractor busses >> 773 Hauliers, 5,162 unique vehicles >> One vehicle assigned to each zone ( 13 ) Fleet Used >> Vans >> 40 taxi vehicles >> Currently demonstrating >> Replacing stand-alone system >> Connect transport with commercial activities >> Integrates multiple service providers >> Transitioned from 1 call center and 1 >> Contracts for vehicles within zones 3-4 different by integrated system >> Improved interconnections urban and regional operator per region to integrated system On-Demand models >> Replaces fixed theoretical times >> Need for real-time market research >> PCC – Planning and Control Centre in Additional Information by realistic time windows to continue to improve 5 regions and several operators >> Customer profile kept with characteristics, >> Requirement for modern technology transport requests and suspension info to reduce call centre expenses >> Financial incentives to operators >> Optimization of passenger grouping 38 | On-Demand Transit Strategy York Region Transit York Region Transit On-Demand Transit Strategy | 39

Appendix J – On-Demand Parameter Analysis Matrix

44 – Bristol; 40 – Unionville10 – Vaughan 58 – & Mount 15 – Stouffville Albert & Mobility Plus 31 / 32 / 84DAR – Aurora North / OakLocal Ridges & 4156 – – Markham Gorham Eagle Local 52 – Holland61 – King Landing Local Meets First / Last Mile 5 4 2 4 5 4 2 4 Better Performer Good Performer Easy to Communicate 5 4 1 4 3 4 3 4 Ease of Average Performer Easy to Implement Fleet 5 4 3 4 4 4 4 4 Implementation Below Average Performer Easy to Implement Software 5 4 1 4 4 4 1 4 Poor Performer Customer Experience 5 4 4 4 4 4 3 4

Impact of Dedicated Current 5 3 2 3 3 2 2 2 Mobility Plus Fleet Future 5 3 3 3 3 3 2 3 Current 5 2 1 2 3 2 4 2 MP Staff Resources Future 5 4 4 4 4 4 4 4 Relative Cost ( High, 5 5 1 4 3 3 3 3 Medium, Low )

Technology Current 4 1 1 1 3 1 1 1 Availability Future 5 5 2 5 5 5 3 5 Ability to introduce with dedicated vehicles 5 5 5 5 5 5 5 5 Contractor Types Ability to introduce with non-dedicated vehicles 3 2 1 2 2 1 1 2 Ability to introduce a third party contractor 1 1 1 1 1 2 1 1 Average Passenger Trip Length 5 5 1 5 5 3 2 3 Average Cost Per 5 5 1 3 1 1 N / A 1 Passenger Cost per Kilometre 5 5 4 2 1 3 N / A 3 Safety Dedicated Fleet 5 5 5 5 5 5 5 5 Model Average 4.6 3.7 2.3 3.4 3.4 3.2 2.7 3.2 40 | On-Demand Transit Strategy York Region Transit

Appendix K – Alternative Analysis

Positive Attributes Negative Attributes

Customer Operations Cost Customer Operations Cost Status >> Customer confusion with multiple DAR service delivery models >> Difficult to integrate service >> Cost inefficiencies Quo with Mobility Plus

Multiple service >> Easy for customers to connect >> Ability to introduce with dedicated >> Lowest average cost per passenger >> Customer trips restricted to zone boundaries >> Ability to pre-book makes it difficult N / A zones ( 16 – 24 to higher order transit vehicle contractor >> Lowest cost per kilometre >> No guarantee that connections to conventional routes will be made for schedulers to integrate service square km ) around >> Easy for customers to >> Lowest average trip length York Region understand service area >> Lowest relative cost

Zones centered >> Customer appeal >> Ease of integration with Mobility Plus >> Lowest average cost per passenger >> Customers travelling to isolated locations may still >> Boundaries may restrict short trips N / A around GO Stations, >> Provide service to high since driver locations are likely to be >> Lowest cost per kilometre have difficulty relying on transit service that could be made because they YRT Terminals, demand locations able to serve multiple customers with >> Lowest average trip length fall outside of predefined zone malls, popular common destination in one trip attractions, >> Increased ability for driver to pick up customers employment areas, after drop offs at popular destinations shopping areas,

Zone Urban: Stop-to-stop >> Connection to transit will be >> Simplicity for operators >> Urban: low relative cost >> Customers in urban areas may N / A >> Can reduce conventional Rural: Curb-to-stop made available at times of day not restricted to fixed route still have difficulty reaching nearest transit stop service hours Boundary when conventional service >> Adverse weather conditions may make waiting >> Rural: high relative cost Model would not normally operate time and travel to nearest stop difficult >> Improved customer optics by >> Challenge for those with needs removing empty busses during low demand times of day and in low demand service areas Technology: one >> Reduce customer confusion >> technology to assist with trip planning >> Reduce cost by improving >> Customer learning curve for app usage N / A >> Demand for charging stations and platform – same app, >> Increase customer efficiencys >> Online platform may not appeal to all customers improved WiFi capability may become same phone number autonomy for trip planning >> Technology issues may impact customers unable to use app a necessity and impose additional cost >> Reliance on cell phone may impact customers >> Reliance on power may impact customers >> Reliance on WiFi – or data costs may impact customers >> App running in background may reduce power capability >> Network outages / power outages will negatively impact customers York Region Transit On-Demand Transit Strategy | 41

Positive Attributes Negative Attributes

Zone Urban: Stop-to-stop >> Connection to transit will be >> Simplicity for operators >> Urban: low relative cost >> Customers in urban areas may N / A >> Can reduce conventional Rural: Curb-to-stop made available at times of day not restricted to fixed route still have difficulty reaching nearest transit stop service hours Boundary when conventional service >> Adverse weather conditions may make waiting >> Rural: high relative cost Model would not normally operate time and travel to nearest stop difficult >> Improved customer optics by >> Challenge for those with needs removing empty busses during low demand times of day and in low demand service areas Technology: one >> Reduce customer confusion >> technology to assist with trip planning >> Reduce cost by improving >> Customer learning curve for app usage N / A >> Demand for charging stations and platform – same app, >> Increase customer efficiencys >> Online platform may not appeal to all customers improved WiFi capability may become same phone number autonomy for trip planning >> Technology issues may impact customers unable to use app a necessity and impose additional cost >> Reliance on cell phone may impact customers >> Reliance on power may impact customers >> Reliance on WiFi – or data costs may impact customers >> App running in background may reduce power capability >> Network outages / power outages will negatively impact customers 42 | On-Demand Transit Strategy York Region Transit

Positive Attributes Negative Attributes

Customer Operations Cost Customer Operations Cost

Availability of at least >> Enable customers to be able to >> Increased likelihood to be able to serve multiple N / A N / A N / A N / A one base route within connect to higher order transit customers with common destination in one trip zone >> Increased ability for driver to pick up customers after drop offs at popular destinations Ability to add >> Increase travel options N / A N / A N / A N / A N / A multiple service for customers dependent providers ( ie. Uber, on willingness to pay taxi ) Standardized hour >> Reduce customer confusion >> Simplifies operations N / A >> Replacement of low demand conventional trips may upset customers >> May not be able to >> May increase cost Zone >> Improve customer connectivity who are regular users of one specific trip completely standardize Boundary to higher order transit during >> Customers may not be able to rely on connections Model low demand times of day >> Have unpredictable arrival times. May not want to have to constantly book trip Ability to integrate >> Larger driver pool will >> Simplicity for operations / operators >> Cost savings N / A N / A N / A with Mobility Plus increase speed and availability Trips of service for customers >> Greater availability for customers with usage restrictions ( ie. customers travelling with children or with disabilities ) Route Large service zones N / A N / A N / A >> large service zones will inhibit >> Cost will be high Based around York Region integration with MP Model Coverage N / A N / A N / A >> Very restrictive for customers N / A N / A York Region Transit On-Demand Transit Strategy | 43

Positive Attributes Negative Attributes

Customer Operations Cost Customer Operations Cost

Availability of at least >> Enable customers to be able to >> Increased likelihood to be able to serve multiple N / A N / A N / A N / A one base route within connect to higher order transit customers with common destination in one trip zone >> Increased ability for driver to pick up customers after drop offs at popular destinations Ability to add >> Increase travel options N / A N / A N / A N / A N / A multiple service for customers dependent providers ( ie. Uber, on willingness to pay taxi ) Standardized hour >> Reduce customer confusion >> Simplifies operations N / A >> Replacement of low demand conventional trips may upset customers >> May not be able to >> May increase cost Zone >> Improve customer connectivity who are regular users of one specific trip completely standardize Boundary to higher order transit during >> Customers may not be able to rely on connections Model low demand times of day >> Have unpredictable arrival times. May not want to have to constantly book trip Ability to integrate >> Larger driver pool will >> Simplicity for operations / operators >> Cost savings N / A N / A N / A with Mobility Plus increase speed and availability Trips of service for customers >> Greater availability for customers with usage restrictions ( ie. customers travelling with children or with disabilities ) Route Large service zones N / A N / A N / A >> large service zones will inhibit >> Cost will be high Based around York Region integration with MP Model Coverage N / A N / A N / A >> Very restrictive for customers N / A N / A 44 | On-Demand Transit Strategy York Region Transit

Appendix L – Proposed Standardization of Hours

Weekday Saturday Sunday / Holiday

Conventional Routes Routes Current Proposed Current Proposed Current Proposed 10 – Woodbridge - - 10 a.m. – 8 p.m. 7 a.m. – 6:45 p.m. 9:30 a.m. – 8 p.m. 7 a.m. – 6:45 p.m. - - 7 a.m. – 9:45 a.m. 8 a.m. – 10:45 a.m. 15 – Stouffville* 7 a.m. – 6:45 p.m. 7 a.m. – 6:45 p.m. - - 3 p.m. – 5:45 p.m. 3 p.m. – 5:45 p.m.

40 – Unionville Local 8:15 p.m. – 12:15 a.m. 7 p.m. – 10:45 p.m. 8:15 p.m. – 12:15 a.m. 7 p.m. – 10:45 p.m. - - 41 – Markham Local 7:40 p.m. – 11:40 p.m. 7 p.m. – 10:45 p.m. 7:40 p.m. – 11:40 p.m. 7 p.m. – 10:45 p.m. - - 52 – Holland Landing 7:34 p.m. – 10:14 p.m. 7 p.m. – 10:45 p.m. 7 p.m. – 10:45 p.m. 7 p.m. – 10:45 p.m. - - 58 – Mount Albert** 10:30 p.m. – 11:21 p.m. 8 a.m. – 7:45 p.m. 8 a.m. – 8 p.m. no service - - 5:30 a.m. – 7:50 a.m. 5:30 a.m. – 7:50 a.m. - - - - 61 – King Local*** 5:30 p.m. – 7:30 p.m. 5:30 p.m. – 7:30 p.m. - - - - Dial-a-Ride ( DAR ) Routes DAR North 8 a.m. – 11 a.m. - - - - 7:30 a.m.– 10:45 p.m. DAR North 3:30 p.m. – 8 p.m. - - - - Sutton-Pefferlaw 8 a.m. – 7:45 p.m. To be reviewed 8 a.m. – 7:45 p.m. To be reviewed

* pick up / drop off at any bus stop servicing Route 15 – Stouffville ** weekdays – one trip only from 404 plaza to 58 bus stop #4869 *** GO train connections to 6:52 a.m., 7:52 a.m., 5:23 p.m., 6:18 p.m. York Region Transit On-Demand Transit Strategy | 45

Weekday Saturday Sunday / Holiday

Dial-a-Ride ( DAR ) Routes

Routes Current Proposed Current Proposed Current Proposed 84 – Oak Ridges 9:30 a.m. – 1:45 p.m. 9:30 a.m. – 1:45 p.m. 7 a.m. – 6:45 p.m. 7 a.m. – 6:45 p.m. - - 6:30 p.m. – 10:45 p.m. 7 p.m. – 10:45 p.m. - - - - 32 / 84 – Aurora and Oak 6:30 p.m. – 10:45 p.m. 7 p.m. – 10:45 p.m. 7 a.m. – 6:45 p.m. 7 a.m. – 6:45 p.m. - - Ridges 31 – Aurora North 6:30 p.m. – 10:45 p.m. 7 p.m. – 10:45 p.m. - 7 a.m. – 6:45 p.m. - -

44 – Bristol 7 p.m. – 10:45 p.m. 7 p.m. – 10:45 p.m. 7 p.m. – 10:45 p.m. 7 p.m. – 10:45 p.m. - -

56 – Gorham 7 p.m. – 10:45 p.m. 7 p.m. – 10:45 p.m. 7 p.m. – 9:15 p.m. 7 p.m. – 10:45 p.m. 7 p.m. – 9:15 p.m. no service 46 | On-Demand Transit Strategy York Region Transit

Appendix M – Factors Influencing Demand Responsive ( DRT ) Performance

Factor Manageability Factor Manageability Operations Scheduling / Dispatch

Hiring practices and training for vehicle operators Controllable Skills in creating effective manifests Controllable

Controllable / Partially Operator wages and benefits Matching vehicle-hours to ridership demand Controllable Controllable

Timely vehicle pull-outs with back-up operator Service Policies Related to Controllable availability No-shows and late cancellations Controllable Relationship of paid operator-hours to Controllable vehicle-hours Length of advance reservation period Controllable Controllable / Partially Wages and benefits for other operating staff Controllable Service span: days and hours of service Controllable Deadhead time and miles Partially Controllable

Rider assistance: door-to-door, curb-to-curb, Controllable Average system speed Partially Controllable packages, child car seat, etc York Region Transit On-Demand Transit Strategy | 47

Factor Manageability Factor Manageability Vehicles Other

Type of ridership: ADA only, limited eligibility, Vehicle type and mix; vehicle specifications Partially Controllable Uncontrollable general public Contractual constraints: rules imposed by human Vehicle condition and maintenance practices Controllable service agencies that contract for service ( e.g., Partially Controllable maximum ride time, etc. ) Maintenance expenses Controllable Type of operator ( city / county, transit authority, Partially Controllable private contractor, taxi co. ) Administration Demand for DRT service Partially Controllable Staffing and administrative expenses Controllable

Riders’ no-shows and late cancellations Partially Controllable Safety

Safety policies and procedures Controllable Riders’ dwell time Partially Controllable

System’s “culture of safety” Controllable

Service-Area Environment

Service-area size, roadway network, density, land use patterns, constraints ( e.g., mountains, bridges, Uncontrollable railroad crossings ) Strength of local economy / job market affecting Uncontrollable employment environment

Weather and “Acts of God” Uncontrollable 48 | On-Demand Transit Strategy York Region Transit

Glossary Key Performance Indicators ( KPIs ): Quantifiable Revenue to Cost Ratio ( R / C Ratio ): Total operating measurements used to track the success of an revenues divided by total direct operating expenses. Accessibility for Ontarians with Disabilities Act ( AODA organization or program. Indicators, if implemented ): The Accessibility for Ontarians with Disabilities and monitored correctly, help define and measure Ridership: Number of rides taken using a public Act, 2005 ( AODA ) was passed into law by the Ontario progress toward both short and long-term transit system in a given time period. legislature and allows the government to develop organizational goals. and enforce specific standards of accessibility. The Rural Area: Area with a low population density, typically standards, which are laws known as regulations, Mobility Plus: York Region’s door-to-door, shared where much of the land is devoted to agriculture. provide the details needed to help meet the goals of ride, accessible public transit service for people with Rush Hour: Periods of the day when travel activity the AODA. The AODA is the foundation on which the disabilities who are unable to use conventional public is generally higher and additional transit service is accessibility standards are built. transit due to a physical or functional disability. scheduled. Rush hour is also referred to as peak Average Daily Ridership: Average number of Net Cost per Passenger: Net direct operating cost hours, peak service hours, or peak period. passengers travelling during a given weekday. divided by total passenger trips. Service Span: The period of time during which service Base Routes: Routes designated in major east / west Non-Rush Hour: Periods of the day when travel is operated ( e.g. 6 a.m. to 10 p.m. ). Service span and north / south corridors on York Region main activity is generally lower and less transit service is often varies by weekday, Saturday or Sunday / holiday arterial roads. They form a grid network of fixed scheduled. Non-rush hour is also referred to as off- service. routes connecting major destinations. peak hours, off-peak service hours, or off-peak period. Stakeholder: Person or group that has an investment Board Period: Specific times within a year when On-Demand: Demand-responsive transit ( DRT ) or interest in YRT / Viva. changes to transit schedules are implemented. service designed to provide immediate local travel as Suburban Area: Residential area within commuting These changes usually occur as a result of seasonal requested. Customers call in advance to book a trip. distance of a city; may be part of a city or a separate variations in customer travel patterns. Operating Periods: Time periods when different travel residential community. Bus Rapid Transit ( BRT ): Buses operating on grade- patterns can be identified. Unless otherwise noted, Urban Area: Area with a total population of at least separated roadways or dedicated lanes to transport YRT / Viva’s operating periods are as follows: 1,000 and at least 400 persons per square kilometre. passengers without interference from other traffic systems. Characteristics include: signal priority, >> Early AM: beginning of service until 6 a.m. off-bus fare payment, level boarding ( low-floor buses >> AM rush hour: 6 a.m. to 9 a.m. or high-level platforms ), enhanced accessibility, >> Midday: 9 a.m. to 3 p.m. and enclosed stations. >> PM rush hour: 3 p.m. to 7 p.m. >> Early / late evening: 7 p.m. until end of service Dial-a-Ride ( DAR ): Demand-responsive transit designed to provide immediate local travel within a Passenger Trips: A trip made by a customer travelling specific travel zone or neighbourhood where demand one way, from origin to final destination, on a public for transit service is limited. Customers call in advance transit system. As transfers are not taken into to book a trip. account, the trip may involve transferring from one vehicle to another. Family of Services: Includes all transit services provided by YRT / Viva, including: conventional YRT, Public Information Centre ( PIC ): An information event Viva rapid transit, Dial-a-Ride and Mobility Plus to allow the general public an opportunity to review services. future transit service recommendations, and provide feedback. York Region Transit On-Demand Transit Strategy | 49

Works Cited

Cazemier, O. ( 2017, 01 17 ). ( Y. O.-D. Group, Interviewer )

Dunning, R. A., & Thomas, M. R. ( n.d. ). Applying Lessons from Lean Production Theory to Transit Planning.

Ellis, E., & McCollom, B. ( 2009 ). Guidebook for Rural Demand-Responsive Transportation: Measuring, Assessing and Improving Performance. Transit Cooperative Research Program Report( 136 ).

Larsen, N. ( 2017, 01 17 ). ( Y. O.-D. Team, Interviewer )

Larsen, N. T. ( 2016 ). Adapting the best elements of the Danish approach to combine several types of transportation. Denmark.

Lynx. ( 2017 ). Orlando Lynx Corporate Information. Retrieved 03 2017, from Orlando Florida Lynx: http: / / www.golynx.com / corporate-info / © 2017 York Region Transit. YRT / Viva services are owned and operated by the Regional Municipality of York. Data is as supplied at time of printing. We apologize for any errors and / or omissions. Be environmentally-friendly. Please recycle after use. Printed on Rolland Opaque HiTech Laser paper ( 30 % recycled content ).