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On-DemandT R A N S I T S T R A T E G Y 2 0 1 7

Effective: July 2017

Y O U N E E D I TA N D W H E NW H E R E

York Region Transit On-Demand Transit Strategy | 3

Contents

Executive Summary ............................................................4Overview ...............................................................................6

1.1 Vision for Future On-Demand Transit Service......6

1.2 Purpose......................................................................6

1.3 Objectives ..................................................................6

Background Information ....................................................6

1.4 History of Dial-a-Ride...............................................6

1.5 Existing Dial-a-Ride Service in York Region .........6

1.6 Dial-a-Ride Performance ........................................71.6.1 Daily Average Dial-a-Ride Ridership

( Route Comparison ) ................................................71.6.2 Ridership comparison .............................................71.6.3 Fleet capacity ............................................................81.6.4 Actual cost .................................................................8

1.7 Benefits and Challenges ..........................................8

Technology ...........................................................................8

1.8 Current Technologies...............................................81.8.1 RouteMatch ...............................................................81.8.1.1 Tap Ride ( Doublemap ) .............................................8 1.8.2 Technology requirements .......................................8

1.9 Research ....................................................................91.9.1 Key Performance Measures

for Assessing On-Demand Transit .........................91.9.2 Best Practices Review .............................................9

Analysis ............................................................................... 10

1.9.3 Parameter Analysis ................................................ 101.9.4 Alternative Analysis ................................................ 131.9.5 Proposed Implementation Strategy..................... 131.9.6 Short Term Implementation ................................. 161.9.7 Medium ( 2018-2020 ) and Long Term

Implementation ( Beyond 2020 ) ........................... 16

Appendices

A – DAR Routes and Implementation Dates .................. 18

B – On-Demand Service Hours by Route as of July 2017 ............................................................... 19

C – Manual vs. Reported Ridership Counts for Conventional DAR Routes ( March 2017 )............ 20-21

D – Dial-a-Ride ridership and cost comparison ( July to December 2016 ) ......................................22-23

E – Mobility Plus DAR Program cost by route ( July to December 2016 ) ............................................25

F – Benefits and Challenges to Current On-Demand Transit Service by Route ................26-29

G – Current Technology Limitations ............................... 31

H – Process Mapping Figure 12-1 Process for DAR 61 – King ..........................................32

H – Process Mapping Figure 12-2 Process for DAR 56 – Newmarket ............................33

H – Process Mapping Figure 12-3 Process for DAR North ..............................................34

H – Process Mapping Figure 12-4 – Process for DAR Zone ( 31 / 32 / 84 ) – Aurora / Oak Ridges, Route 15 Stouffville, Route 44 – Bristol ....................35

I – Global Best Practices Summary ..........................36-37

J – On-Demand Parameter Analysis Matrix ..................39

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

L – Proposed Standardization of Hours ................... 44-45

M – Factors influencing Demand Responsive Performance ...................................46-47

Glossary ............................................................................. 48

Works Cited ........................................................................49

4 | On-Demand Transit Strategy York Region Transit

Executive Summary

The purpose of this report is to outline a strategy that will guide future service delivery to low-demand areas and improve service efficiency. YRT / Viva operates various Dial-a-Ride ( DAR ) models which are the premise for the On-Demand Strategy. DAR is a demand-responsive transit service whereby customers call in advance to book a trip, and immediate local travel is provided within a specified zone where demand for transit service is limited. The current DAR delivery models have been reviewed to create one On-Demand model that fully integrates the YRT / Viva Family of Services.

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 Strategy objectives include:

> Improving service efficiency > Increasing ridership > Expanding service area coverage > Promoting the use of public transit > Connecting customers to main transit corridors > Continuing to develop innovative transit services

Parameters for service delivery were established based on current practice, external research and staff acumen. They were further selected based on their relevance to operational efficiency, customer value and cost effectiveness. The parameters were utilized 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 parameters using the Mobility Plus service model as a benchmark.

Based on analysis, the zone-based service delivery model out-performed all other models from a customer, cost and operational perspective.

The Region’s geographic context has been considered and it is anticipated that challenges may still exist 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.


An implementation strategy identifies short ( 2017 ), medium ( 2018-2020 ) and long-term ( beyond 2020 ) goals. Short-term goals that were implemented in July 2017 include:

> Conventional Route 50A – Sutton-Pefferlaw service replaced by DAR North service on weekdays and DAR Sutton-Pefferlaw service on weekends / holidays

> DAR Sutton-Pefferlaw provides on-demand service using existing stops along the former conventional Route 50A routing. Virginia Beach Ferry Docks and the stop at Black River Road and Dalton Road have been added to the service

> DAR North span of service extended to provide all-day weekday service

> The TapRide contract was not extended beyond June 30, 2017, and Route 56 DAR service was moved to the existing RouteMatch software

> All conventional DAR service was replaced by an On-Demand service operated by Mobility Plus, once the contract with Care Accessible expired on July 31, 2017

Medium and long-term goals are contingent on the creation of technology for further implementation. Technology will allow for service to migrate over to the mobile platform. Additionally, an analysis of conventional service reduction should be completed in accordance with the 2019 Transit Initiative ( TI ) process. Medium and long-term initiatives include:

> An on-demand analysis to be part of the 2019 and beyond TI framework to identify existing low-demand conventional service

> A marketing plan be created that includes a rebranding strategy for all On-Demand transit services in York Region ( example: Orlando Lynx )

> On-Demand service contracts be created consistent with the proposed zone boundary model that integrates DAR and Mobility Plus services

> 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

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

> Align contracts to ensure language reflects both On-Demand and existing Mobility Plus service


Background Information

1.4 History of Dial-a-Ride ( DAR )In March 2006, the Municipality of Newmarket requested that YRT / Viva develop a business case for the implementation of a zone bus / DAR pilot for Route 44 – Bristol with a dedicated vehicle at the Newmarket GO Bus Terminal. In June 2007, York Regional Council authorized YRT / Viva to operate this pilot project. The pilot was initially funded to run for one year with an option to extend the contract for an additional year.

Route 44 – Bristol DAR was implemented in September 2007 and operated by a Care Accessible vehicle between 7 p.m. and midnight. After the pilot project ended in May 2008, Council authorized Care Accessible to operate DAR service for a three year period beginning in 2010.

In addition to Route 44 – Bristol DAR, a boundary DAR model was piloted for Routes 32 – Aurora South and 84 – Oak Rides during off-peak periods in February 2015. Service utilized existing Mobility Plus vehicles to service conventional transit users. This service integration reduced fuel consumption and improved vehicle productivity. The model allowed for multiple trips to be booked at once by Mobility Plus staff using new scheduling software to optimize trip requests for both DAR and Mobility Plus customers.

In January 2016, DAR North was launched as a one year pilot under the Ontario Ministry of Transportation ( MTO ) Community Transportation Grant Program to provide transit service in low demand and rural communities. DAR North is an on-demand service improving transportation options for customers travelling in East 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.

Historical DAR implementation dates are provided in Appendix A.

1.5 Existing Dial-a-Ride Service in York RegionThere are currently three DAR service delivery models in which YRT / Viva operates. YRT / Viva DAR service models include:

> Stop-to-stop along a defined route

> Stop-to-stop within a defined service boundary

> Addressed curb-to-stop within a defined service boundary

Appendix B provides DAR service span as of April 2017.

Overview

1.1 Vision for Future On-Demand Transit ServiceOn-Demand transit in York Region will be a cost-effective method to provide service to all residents in low-demand areas. It will replace conventional routes identified as operating inefficiently during low-demand service periods.

1.2 PurposeThe purpose of this report is to outline a strategy that will guide future service delivery to low-demand areas and improve service efficiency. YRT / Viva operates various DAR models which are the premise for an On-Demand Strategy. There is a need to reexamine the current DAR delivery models and adopt one On-Demand model that fully integrates the YRT / Viva Family of Services in accordance with corporate, department and branch strategic plans.

1.3 ObjectivesThe 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 Strategy objectives include:

> Improving service efficiency

> Increasing ridership

> Expanding service area coverage

> Promoting the use of public transit

> Connecting customers to main transit corridors

> Continuing to develop innovative transit services


1.6 Dial-a-Ride Performance

1.6.1 Daily Average Dial-a-Ride Ridership ( Route Comparison )Manual ridership counts for all conventional DAR routes were conducted by YRT / Viva staff during the week of March 20 to 24, 2017. The manual ridership counts were compared with the counts reported by Care Accessible from January 2017. Ridership numbers are reported in Appendix C. These counts confirm the viability of an operational transfer from conventional to Mobility Plus. Ridership numbers and travel patterns were found to be consistent. Actual counts confirmed that a reduction in service cost could be achieved if conventional DAR service was converted to Mobility Plus.

1.6.2 Ridership comparisonA ridership comparison was done for all DAR routes pre and post conversion to Mobility Plus DAR ( Appendix D ). Operation and staffing costs for all DAR routes operated by Mobility Plus as of December 2016 were also compared. Appendix D illustrates a significant drop in ridership after the conversion from conventional to DAR service, with the exception of the Mobility Plus DAR zone model.

Service operating under the Mobility Plus DAR zone model appeared to be the most cost efficient on a cost per hour basis ( $35.61 ) when compared with conventional fixed route ( $90 ) and conventional DAR service ( $41.34 ).

1.6.3 Fleet capacityThe size and capacity of Mobility Plus and DAR fleet ranges between a Sedan ( four passenger capacity ) and an Arboc ( 15 passenger capacity ). Select vehicle types are able to support wheelchairs on board.

1.6.4 Actual cost YRT / Viva has used three types of vehicle costing methods as of April 2017. These include: hourly, per kilometre, and hourly plus guaranteed kilometre rates.

Actual costs were compared for Mobility Plus DAR and conventional DAR service on the same routes between July and December 2016 to determine cost savings ( Appendix E ). It was found that DAR operating under Mobility Plus provides a cost savings per trip. These savings would allow for reinvestment into other services such as DAR North.

1.7 Benefits and ChallengesIn December 2016, the benefits and challenges of each DAR route were compared to determine the key attributes for a successful On-Demand model ( See Appendix F ). The findings have been summarized below:

> A key benefit of Mobility Plus operated DAR routes is the ability for dispatch to add a rider to a Mobility Plus vehicle if it is unable to accommodate the rider on a dedicated DAR vehicle, and vice versa. This has been facilitated through technology that allows dispatch to track both vehicles

> Allowing vehicles to easily switch between types of service ( e.g. performing Mobility Plus trips in between morning and afternoon DAR trips ) has increased driver / vehicle utilization

> RouteMatch’s “Common Naming” convention for stop recognition and its ability to send notifications to drivers was found useful

> Systems that support trip parameters by geo-fence, number of passengers, stop, time and distance have been beneficial

> More sophisticated software that includes the following features is recommended to help increase efficiency:

· An integrated trip planner that would recognize the closest stop, first and last mile trip, and the closest driver to a trip

· Technology that assists with driver logistics · Information storage and automated scheduling to improve system capacity


Technology

1.8 Current Technologies

1.8.1 RouteMatchThis application allows Mobility Plus to book trips ( same day or pre-booked ) for riders into the application. When a call comes in through the DAR line, dispatchers schedule the trips into designated vehicles. The trips are then pushed to the driver’s tablet for completion. RouteMatch allows dispatchers to see drivers’ progression through their tablet’s GPS tracking. It tracks on-time performance, and records cancellations or no-shows. This information is permanently stored and can be used for reporting purposes.

Limitations to both customers and staff / dispatchers are described in Appendix G. There is currently no mobile application available. Customers must call for information, to make a booking or confirm a pick-up time. Currently, bookings must be received and scheduled manually. RouteMatch does not have an integrated trip planner for the On-Demand trips; staff must therefore confirm the validity of trip locations and service hours manually.

1.8.1.1 TapRide ( Doublemap )This mobile application was used for Route 56 – Gorham-Eagle, and allowed riders and dispatchers to book On-Demand trips for DAR service. Once trips are scheduled into the app, they are automatically built into an itinerary and sent to a driver for acceptance. Once the driver accepts the itinerary, the rider is sent an estimated time of arrival ( ETA ) on the app. The ETA, cancellations and completion of the driver’s itinerary can be tracked until all trips are completed. Reports can be pulled but there is no permanent history available to view.

Customers cannot receive an ETA if they are not using the mobile app. Staff and dispatchers do not have the ability to reassign or delete trips. They must confirm the validity of trips as the app does not always make the most efficient route or driver selection. TapRide allows mileage to be calculated, but is unable to offer customers an alternative service area. It is also unable to book three-way trips as the software does not recognize the first and last mile. Lastly, if a driver performs trips out of order, ETA cannot be calculated.

1.8.2 Technology requirementsProcess Flow Diagrams were created in December 2016 to describe the pathways and technology requirements for current On-Demand services ( See Appendix H Figures 12-1 to Figures 12-4 ). To determine future technology requirements, an On-Demand model must first be selected. A list of desirable features is described below:

> Mobile application > Ability to inform travellers that

their vehicle has arrived > Flag Down option to add additional

riders to the driver’s itinerary > Integrated trip planner > Trip distance > Dispatching functions > Maps that include zone stops and

service area in booking window > Function to provide customers with the

vehicle estimated time of arrival > Designated vehicles assigned to

multiple on-demand zones > Flexibility with service areas, vehicle

models and service span > Improved reporting functions


RouteMatch is developing DAR program technology that will allow additional DAR service models to be delivered. This will require starting with a minimum viable product and incrementally adding features. RouteMatch created a mobile application for para-transit that includes an integrated trip planner which will be utilized for the On-Demand application. They are also creating updated maps for their software which includes an overlay of fixed route information. Additionally, an import utility tool is being developed which will allow YRT / Viva Transit Management Systems ( TMS ) to import fixed route stops for DAR services.

1.9 Research

1.9.1 Key Performance Measures for Assessing On-Demand TransitTo move forward with a selected model, a means of measurement and comparison is required to rank the various model candidates. Staff conducted research to identify key performance measures used globally for assessing on-demand transit service. The following research provides suggestions for criteria to be considered when selecting a model. The following information was retrieved from Ellis and McCollom ( 2009 ).

Key performance measures can be used to provide cost effective transit by allowing performance to be quantified. Methods for comparison may include trend analysis over a time period, where one’s performance is self-compared over time. Comparisons can be alternatively conducted with established standards or with peers. Some popular measures include the following:

> Passenger trips per vehicle hour

> Operating cost per vehicle hour = total operating cost / total vehicle hours

> Operating cost per vehicle kilometre ( km ) = total operating cost / total vehicle km

> Operating cost per passenger trip = total operating cost / total passenger trips

> Average passenger trip length = total passenger km / total number of passenger trips

> Average travel time = total passengers travel / total number of passenger trips

Techniques for improving performance include: developing and enforcing a no-show policy; expanding ridership by contracting with local human service agencies; and ensuring that the operating environment within which a rural system operates is understood.

Research from the Lean Production Theory as it applies to transit planning suggests that value is created by the level of quality perceived by the user. Current literature recommends the following quality measures be considered for effective on-demand transit planning ( Dunning & Thomas ):

> Convenience > Duration > Number of transfers > Timeliness of trip > Comfort > Noise level > Safety > Passenger effort > Flexibility to accommodate special needs

1.9.2 Best Practices Review A global best practice review was completed in January 2017 to determine how other transit agencies operate on-demand transit service. Research was done through personal interviews, conference documentation and online research ( Appendix I ). Identified best practices were compared to York Region’s current On-Demand transit service to determine areas and means for improvement.


Analysis

1.9.3 Parameter AnalysisA comparison of all current DAR service models was done ( Appendix J ) using Mobility Plus as a benchmark for comparison. Based on this analysis, it was found that the Aurora-Oak Ridges ( Routes 31 / 32 / 84 ) zone-based service out-performed all other DAR routes in most categories.

Operationally, all routes are predicted to have difficulty introducing a third party contractor. This is due to heightened risk and reduced passenger safety. This would require significant planning prior to implementation to ensure that passenger safety is not compromised.

Customer experience was found to be highest when customers are easily able to book their preferred ride through a mobile application. Currently, the DAR North parameters make it difficult for technology to be integrated due to the specifics of its criteria. In the future, all types of DAR service will be able to utilize the same technology platform to improve customer experience.

Cost was found to be the most variable parameter across all routes. Zone-based models performed best in both cost categories: cost per kilometre and average cost per passenger. All other types of DAR service scored average or below when comparing average cost per passenger.

Operational efficiency was highest for current zone models such as Aurora-Oak Ridges ( 31 / 32 / 84 ) DAR. When the established zone is a small area, the average trip length is reduced, increasing the number of trips that can be delivered per hour.

Based on the parameter analysis, the ideal model would include the following parameters:

> Multiple small geographical service zones no larger than 16 to 24 square kilometres or where the geography makes operational sense

> Zones centered around popular destinations such as GO Stations, YRT / Viva terminals, employment areas, shopping areas and popular attractions

> A mix of service delivery types providing stop-to-stop service in urban areas, curb-to-stop service in rural areas, and specialized service for GO terminal connections. Below are examples:

· Urban – DAR Aurora-Oak Rides ( 31 / 32 / 84 ) · Rural – DAR North · GO terminal service – DAR Route 61 with a fixed destination during peak hours

> Each zone required to have at least one YRT major base or Viva route operating consistent frequent service, to follow the idea of a Frequent Transit Network ( FTN )

> On-Demand trips scheduled through one technological platform across all YRT / Viva DAR zones with the ability to add fleet from other YRT / Viva vehicle pools, contracted operators or third-party service providers

· Allow for user profile customization to enhance customer experience ( e.g. travelling with 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


> Provide service to and from any bus stop, any curb to hub stop, or combination of both, within the established urban or rural DAR boundary

> Allow for future pilot of autonomous vehicle technology or expansion

> Vehicle costing methods would need to integrate both Mobility Plus and On-Demand services region-wide

> On-Demand service scheduled using an integrated trip planner that would plan complete trips utilizing all available YRT / Viva services, including fixed base routes

> On-Demand trips completed by Mobility Plus dedicated vehicles, third-party ridesharing services, community-based transportation services, taxi, or a combination of services

> Customers have the option to pay using mobile fare payment

> Pre-booking of trips not permitted for any On-Demand route except for GO Shuttle service

> New Mobility Plus contracts would be able to incorporate new driver shifts for evening Mobility Plus / On-Demand service

> Operating hours for On-Demand service would be standardized. Below are proposed service hours:

· Weekdays – 9:30 a.m. to 1:45 p.m., last trip completed by 2 p.m.

· Weekdays – 7 p.m. to 10:45 p.m., last trip completed by 11 p.m.

· Weekends / holidays – 7:00 a.m. to 6:45 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.

· GO Shuttle times are dependent on station catchment area and determined by Service Planning

> Below are KPIs for consideration / evaluation of On-Demand ( when to add vehicles or go back transition to bus service ):

> Passenger trips per service hour: · Urban: 2.0 to 10.0 · Rural: 1.0 to 5.0 · Return to bus: over 10.0 passengers per hour

> Cost per service hour – should be similar to Mobility Plus and no higher than 50 per cent of current conventional YRT bus rate

> Average cost per vehicle kilometer: · Urban: $2.80 to $4.00 · Rural: $4.00 to $8.00 · GO Shuttle: $2.80 to $4.00

> Operating cost per passenger trip: · Urban: $7.00 to $28.00 · Rural: $20.00 to $40.00 · GO Shuttle: $7.00 to $28.00

> Average trip length: · Urban: 0 to 10 km · Rural: 0 to 20 km ( up to 10 km to closest operating base route )

· GO Shuttle: 1 to 15 km

The Draft Concept Plan consists of the following proposed service areas and boundaries ( see Figure 5-2 ).

> 15 On-Demand urban zones > 3 On-Demand rural zones > One On-Demand GO Shuttle


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YRT/Viva: On Demand TransitStrategy Proposed Zones

© Lucidmap Inc. 2017

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10 - Markham N West11 - Thornhill South12 - Richmond Hill South13 - Thornhill West14 - Maple N East15 - Concord/Woodbridge16 - Woodbridge N Central17 - Woodbridge S West18 - Woodbridge/Kleinburg19 - Whitchurch/Stouffville

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Lake

Dr S

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1717

1818

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1616 1414

1111

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KleinburgKleinburg

ConcordConcord

ThornhillThornhill

MapleMaple

MillikenMilliken





SchombergSchomberg



SharonSharon



KeswickKeswick

City of Toronto

Peel R

egion

Durham

Region

Simcoe County

North



YRT Route






Boyers Sideroad

Metro Rd N

Metro Rd E

Woo

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Ave Baseline Rd

Civi

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Rd

Ken

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Old Homestead Rd

Wei

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Peffe

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Lake Ridge R

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Church St

Met

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War

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Glenwoods Ave

Old Homestead Rd

Smith Blvd

Snoddon Rd

Old Shiloh Rd

11

KeswickKeswick

SuttonSutton

PefferlawPefferlaw

Ravenshoe Rd

Church St

Pollock Rd

Mount Albert Rd

York Durham

Line

2nd

Conc

essi

on


Yong

e St

Mount Albert Rd


Regional Rd 31

Lesl

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Vivian Rd

Hig

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Ken

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Bloomington Rd

Teston Rd

Jane

St

Hig

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400

Kirby Rd

Langstaff Rd

Bay

view

Ave

Highway 407

Pine

Val

ley

Dr

Hw

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0

Yong

e St

John St

14th Ave

Steeles Ave E

Highway 407

Lesl

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Gamble Rd

Yong

e St

Bat

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Duf

feri

n St

King Vaughan Rd

Elgin Mills Rd W

10th

Lin

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Main St

9th

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19th Ave

McC

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Ken

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Hig

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Rees

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King Rd

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Sideroad 15

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Bethesda Sideroad

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Islington Ave

Highway 7

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Hw

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7

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Sideroad 17

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Sideroad 19

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Boag Rd

Holborn Rd

Morton Ave

Glenwoods Ave

Lake

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1818

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ConcordConcord

ThornhillThornhill

MapleMaple

MillikenMilliken





SchombergSchomberg



SharonSharon



KeswickKeswick

City of Toronto

Peel R

egion

Durham

Region

Simcoe County

North



YRT Route






Boyers Sideroad

Metro Rd N

Metro Rd E

Woo

dbin

e

Ave Baseline Rd

Civi

c Cen

tre

Rd

Ken

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Black River Rd

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Hwy 48

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Old Homestead Rd

Wei

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Met

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Ave

Glenwoods Ave

Old Homestead Rd

Smith Blvd

Snoddon Rd

Old Shiloh Rd

11

KeswickKeswick

SuttonSutton

PefferlawPefferlaw

Figure 5-2: On-Demand Transit Strategy – Proposed Zones


Figure 5-2: On-Demand Transit Strategy Proposed Zones

Zone Zone Name DAR Service Type Time Frame

1 DAR North Rural Existing

2 Newmarket / Holland Landing Urban convert DAR 52 2018

3 Aurora / Oak Ridges Urban Existing

4 Richmond Hill North Urban Future

5 DAR King Rural Future

6 Markham / Stouffville N. East Urban – convert DAR 41 2018

7 Markham S. East Urban Future

8 Markham N. Central Urban – Convert DAR 40 2018

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

1.9.4 Alternative AnalysisThree alternative scenarios were analyzed ( Appendix K ). Each parameter was considered from a customer, operations and cost perspective. The three scenarios analyzed were:

1. Remain status quo 2. Move towards a multiple zone model ( zone boundary model )3. Move towards a one zone model ( route based model )

From this analysis, the multiple zone model was preferred from a customer, cost and operational perspective.

1.9.5 Proposed Implementation StrategyAn implementation strategy is proposed using each of the preferred parameters and includes suggested targets for the short-term ( 2017 ), medium-term ( 2018 to 2020 ) and long-term ( beyond 2020 ).


Table 0-1 – Proposed Implementation Strategy

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

Would consist of multiple small geographical DAR service zones no larger than approx. 16-24 square kilometres ( further analysis required to define optimal zone location and area ).

Convert all YRT / Viva conventional DAR operations and management to Mobility Plus ( would strategize change in accordance with technology implementation timeline ).

Implement multiple service zones based on results of analysis in accordance with implementation plan.

Continuously monitor and update zones in accordance with land use changes, infrastructure development, financial resources and customer demand.

Initiate analysis to define optimal on demand service zones.

Update implementation strategy 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-defined on-demand service zones, centered around popular customer destinations ( e.g. GO Stations, YRT Terminals, malls, employment areas, shopping and popular attractions ).

Define customer focal point of zone. Implement region-wide-zone based on-demand model at maximum viable level of service

Each zone would contain at least one high order transit bus route.

Define base route driver for each zone ( consider future ASP, FTN, VNEP, SSTS, YSTS, initiatives, etc. ).

> Update on-demand zones in accordance with most current transit plans

> Update long-term implementation plan as new information is made available

> Enable changes in accordance with established zone boundary standards

Initiate planning and policy analysis to predict travel patterns and how it will affect zone boundaries.

Develop and establish standards / criteria for future zone boundary changes.

On-Demand service delivery levels would be defined by population density. This would enable stop-to-stop service in urban areas and curb-to-stop service in rural areas.

Specialized on-demand service available for customer to make GO Terminal connections.

Define rural and urban boundaries and expected transition ( consider addition of a third mid-level tier for transition areas ).

Update rural and urban boundaries in accordance with land use changes.


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 service would be available to connect customers to GO stations ).

Pilot GO shuttle DAR service for one service area ( replacement of conventional GO Shuttle ).

Analyze results of pilot to inform the future continuation or elimination of GO Terminal DAR service.

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 across all YRT / Viva DAR zones with the ability to add fleet from other YRT vehicle pools, YRT contracted operators and external operators such as public taxi or Uber services, as required.

Online platform to be made available for customers to book rides for Mobility Plus and DAR services.

Updated technology features to be added as available

Would operate as one model with the flexibility to incrementally add / modify features as they become available and viable for implementation.

Convert all day to day operations and management of conventional DAR service to Mobility Plus.

Would restrict pre-booking of trips to service operation hours.

Analyze viability of restricting pre-booking of trips and develop transition plan ( may be a requirement for certain users ).

Implement On-Demand service without the option to pre-book.

Service hours would be standardized across all YRT / VIVA DAR zones.

Initiate analysis to determine standardized service hours.

Standardize service hours for all DAR service.

Customer safety will be maintained a priority for all trips.

Prioritize Safety and Training recommendations.


1.9.6 Short Term ImplementationIn July 2017, the following DAR service changes were implemented as a part of the On-Demand Strategy:

> Conventional Route 50A – Sutton-Pefferlaw service replaced by DAR North service on weekdays and DAR Sutton-Pefferlaw service on weekends / holidays

> DAR Sutton-Pefferlaw provides on-demand service using existing stops along the former conventional Route 50A routing. Virginia Beach Ferry Docks and the stop at Black River Road and Dalton Road have been added to the service

> DAR North span of service extended to provide all-day weekday service

> The TapRide contract was not extended beyond June 30, 2017, and Route 56 DAR service was moved to the existing RouteMatch software

> All conventional DAR service was replaced by an On-Demand service operated by Mobility Plus, once the contract with Care Accessible expired on July 31, 2017 contract with Care Accessible expires on July 31, 2017

1.9.7 Medium ( 2018 to 2020 ) and Long Term Implementation ( Beyond 2020 )YRT / Viva’s On-Demand Transit Strategy has been developed to improve transit services in low-demand areas, and to provide a cost effective alternative for underperforming routes in urban and suburban areas. This strategy is based on the establishment of defined service boundaries, whereby service is provided by a combination of Bus Rapid Transit ( BRT ), conventional, DAR and Mobility Plus services. As mobile technology becomes available, the migration to one platform for all DAR routes will commence. Medium and long-term goals will be implemented as technology permits and will include:

> An on-demand analysis to be part of the 2019 and beyond TI frame work to identify existing low-demand conventional service

> A marketing plan be created that includes a rebranding strategy for all On-Demand transit services in York Region ( example: Orlando Lynx )

> On-Demand service contracts be created consistent with the proposed zone boundary model that integrates DAR and Mobility Plus services

> 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

Long-term goals beyond 2020 will align with York Region’s Vision 2051, 2016 Transportation Master Plan ( TMP ), 2015-2019 Strategic Plan, Official Plan ( 2010 ), Moving to 2020: YRT / Viva 2016-2020 Strategic Plan, and the YRT / Viva Five Year Strategic Plan ( 2021-2025 ).

Providing transit in low-demand areas is essential to the vitality of the community and the economic development of York Region.


Appendices


Conventional DAR

Route Number

RouteDate of

ImplementationDate Modified

10 Woodbridge 20-Apr-14

40 Unionville Local 25-Apr-10

41 Markham Local 25-Apr-10

44 Bristol 28-Mar-06

52 Holland Landing 21-Apr-13

58 Mount Albert 20-Apr-14

Mobility Plus Operated – Boundary & Route Based

Route Number

RouteDate of


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

DAR North

Route Number

RouteDate of


DAR North 4-Jan-16 4-Jul-17

DAR Sutton-Pefferlaw 2-Jul-17

Mobility Plus

Route Number

RouteDate of


Mobility Plus 6-Oct-01

Appendix A – DAR Routes and Implementation Dates


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.

15 – Stouffville*- 7 a.m. – 9:45 a.m. 8 a.m. – 10:45 a.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. 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. -

61 – King Local***5:30 a.m. – 7:50 a.m. - -

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.

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

* 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.


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

RouteMonday

Care Avg ( Jan )

Monday YRT Count

( Mar )

Tuesday Care Avg ( Jan )

Tuesday YRT Count

( Mar )

Wednesday Care Avg ( Jan )

Wednesday YRT Count

( Mar )

Thursday Care Avg ( Jan )

Thursday YRT Count

( Mar )

Friday Care Avg ( Jan )

Friday YRT Count

( Mar )

Saturday Care Avg ( Jan )

Saturday YRT Count

( Mar )

Sunday Care Avg ( Jan )

Sunday YRT Count ( Mar )

Care Week Total Count Avg

( Jan )

Care Week Total Count

( Feb )

YRT Week Total Count

( 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


RouteMonday

Care Avg ( Jan )

Monday YRT Count

( Mar )

Tuesday Care Avg ( Jan )

Tuesday YRT Count

( Mar )

Wednesday Care Avg ( Jan )

Wednesday YRT Count

( Mar )

Thursday Care Avg ( Jan )

Thursday YRT Count

( Mar )

Friday Care Avg ( Jan )

Friday YRT Count

( Mar )

Saturday Care Avg ( Jan )

Saturday YRT Count

( Mar )

Sunday Care Avg ( Jan )

Sunday YRT Count ( Mar )

Care Week Total Count Avg

( Jan )

Care Week Total Count

( Feb )

YRT Week Total Count

( 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


Note: Average daily ridership

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

Conventional Mobility Plus

Route DAR ModelRidership Pre DAR Ridership Post DAR Ridership Post DAR Change in Ridership

Cost per hourStaff Cost per hour

Total Cost per hourWeekday Saturday Sunday Weekday Saturday Sunday Weekday Saturday Sunday Weekday Saturday Sunday

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


Conventional Mobility Plus

Route DAR ModelRidership Pre DAR Ridership Post DAR Ridership Post DAR Change in Ridership

Cost per hourStaff Cost per hour

Total Cost per hourWeekday Saturday Sunday Weekday Saturday Sunday Weekday Saturday Sunday Weekday Saturday Sunday

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



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.

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


DAR Route Booking Profile Weekdays Saturdays Sunday / Holiday How It Works Benefits Challenges

Oak Ridges / Aurora

( 84 / 32 / 31 )

Zone 1 ( weekdays, daytime ) ID# 35539

Zone 2 ( weekday evening & Saturday ) ID# 35540

9:30 a.m. – 2 p.m. and 6:30 p.m. – 11 p.m.

** last pick up 1:45 p.m. or 10:45 p.m.

7 a.m. – 7 p.m. ** last pick up 6:45 p.m.

N / A > stop to stop for routes not running ( 31 / 32 / 84 ) > not a service area / no curb addresses > Zone 1 – M to F 9:30 a.m. – 2 p.m. > Zone 1 / 2 / 3 – M to F 5 p.m. – 11 p.m. > Zone 1 / 2 – Saturday 7 a.m. – 7 p.m. > riders can pre-book same day prior to service hours

> RM "Common Name" naming convention allows easy recognition for zone stop bookings

> able to add ride to MP vehicle if unable to accommodate on dedicated vehicle

> able to track vehicle and rider in RM dispatch

> need to recognize bookings from stop-to-stop on running fixed routes > need to recognize if origin or destination stop is on rapid transit fixed route in order to book to closest stop > scheduling pre-booked rides ( giving riders a pick up time at booking-need to schedule

their trip into vehicle immediately, scheduling on-demand trips around pre-booked trips-cannot link rides because we cannot change pre-booked times )

> need to assign a dedicated vehicle in order to accomodate times and location of trips ( low demand area )

North – Including

Bales

ID# 36055 8 a.m. – 11 a.m. and 4 p.m. – 8 p.m.

** last pick up 10:45 a.m. or 7:45 p.m.

N / A N / A > closest stop / hub to curb, curb to curb, curb to closest stop / hub

> ineligible within 1 km of fixed route > eligible outside of 1 km from fixed

route within zone area

> pre-booking assists with the complicated nature of the model

> needed RM to identify 1 km boundary on fixed route, stops, hubs, and service area beyond 1 km in order to determine eligibility and closest stops or hubs

> very long rides servicing an area with no prior fixed route > rural area, isolated stops, winter snow removal an issue > manual booking process is very long ( are they eligible? Where is the closest stop / hub? ) > 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

15 Stouffville

ID# 37229 N / A 7 a.m. – 10 a.m. and 3 p.m. – 6 p.m.

** last pick up 9:45 a.m. / 5:45 p.m.

8 a.m. – 11 a.m. and 3 p.m. – 6 p.m.

** last pick up time 10:45 a.m. / 5:45 p.m.

> stop to stop for route not running ( 15 ) > not a service area / no curb addresses > riders can pre-book same day prior to service hours > most riders are using the service to

access the rapid transit line > riders usage has model running more

like a shuttle than other models

> RM "Common Name" naming convention allows easy recognition for stops


> scheduling pre-booked rides ( giving riders a pick up time at booking-need to schedule their trip into vehicle immediately, scheduling on-demand trips around pre-booked trips-cannot link rides because we cannot change pre-booked times )

> need to assign a dedicated vehicle in order to accommodate times and location of trips ( low demand area ) > unable to accommodate MP rides or MP vehicles assist with rides as vehicle is running like shuttle > riders can wait up to 1 hour for service > distance of trips is long: 15-25 km

44 Newmarket

Bristol

ID# 37230 7 p.m. – 11 p.m.

** last pick up 10:45 p.m.

7 p.m. – 11 p.m.


N / A > stop to stop for route not running ( 44 ) > not a service area / no curb addresses > Monday to Saturday 19:00 – 23:00 > riders can pre-book same day prior to service hours > most riders originate from

Newmarket Bus Terminal > riders using service to go home > good service, no issues, small demand



> able to track vehicle and rider in RM dispatch > able to add ride for MP rider to this

dedicated vehicle as driver is available


> need to assign a dedicated vehicle in order to accommodate times and location of trips ( low demand area ) > driver / vehicle is under utilized

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



Oak Ridges / Aurora

( 84 / 32 / 31 )

Zone 1 ( weekdays, daytime ) ID# 35539

Zone 2 ( weekday evening & Saturday ) ID# 35540

9:30 a.m. – 2 p.m. and 6:30 p.m. – 11 p.m.

** last pick up 1:45 p.m. or 10:45 p.m.

7 a.m. – 7 p.m. ** last pick up 6:45 p.m.

N / A > stop to stop for routes not running ( 31 / 32 / 84 ) > not a service area / no curb addresses > Zone 1 – M to F 9:30 a.m. – 2 p.m. > Zone 1 / 2 / 3 – M to F 5 p.m. – 11 p.m. > Zone 1 / 2 – Saturday 7 a.m. – 7 p.m. > riders can pre-book same day prior to service hours

> RM "Common Name" naming convention allows easy recognition for zone stop bookings



> need to recognize bookings from stop-to-stop on running fixed routes > need to recognize if origin or destination stop is on rapid transit fixed route in order to book to closest stop > scheduling pre-booked rides ( giving riders a pick up time at booking-need to schedule

their trip into vehicle immediately, scheduling on-demand trips around pre-booked trips-cannot link rides because we cannot change pre-booked times )

> need to assign a dedicated vehicle in order to accomodate times and location of trips ( low demand area )

North – Including

Bales

ID# 36055 8 a.m. – 11 a.m. and 4 p.m. – 8 p.m.

** last pick up 10:45 a.m. or 7:45 p.m.

N / A N / A > closest stop / hub to curb, curb to curb, curb to closest stop / hub

> ineligible within 1 km of fixed route > eligible outside of 1 km from fixed

route within zone area

> pre-booking assists with the complicated nature of the model

> needed RM to identify 1 km boundary on fixed route, stops, hubs, and service area beyond 1 km in order to determine eligibility and closest stops or hubs

> very long rides servicing an area with no prior fixed route > rural area, isolated stops, winter snow removal an issue > manual booking process is very long ( are they eligible? Where is the closest stop / hub? ) > 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

15 Stouffville

ID# 37229 N / A 7 a.m. – 10 a.m. and 3 p.m. – 6 p.m.

** last pick up 9:45 a.m. / 5:45 p.m.

8 a.m. – 11 a.m. and 3 p.m. – 6 p.m.

** last pick up time 10:45 a.m. / 5:45 p.m.

> stop to stop for route not running ( 15 ) > not a service area / no curb addresses > riders can pre-book same day prior to service hours > most riders are using the service to

access the rapid transit line > riders usage has model running more





> need to assign a dedicated vehicle in order to accommodate times and location of trips ( low demand area ) > unable to accommodate MP rides or MP vehicles assist with rides as vehicle is running like shuttle > riders can wait up to 1 hour for service > distance of trips is long: 15-25 km

44 Newmarket

Bristol

ID# 37230 7 p.m. – 11 p.m.


7 p.m. – 11 p.m.


N / A > stop to stop for route not running ( 44 ) > not a service area / no curb addresses > Monday to Saturday 19:00 – 23:00 > riders can pre-book same day prior to service hours > most riders originate from

Newmarket Bus Terminal > riders using service to go home > good service, no issues, small demand



> able to track vehicle and rider in RM dispatch > able to add ride for MP rider to this

dedicated vehicle as driver is available


> need to assign a dedicated vehicle in order to accommodate times and location of trips ( low demand area ) > driver / vehicle is under utilized



56 Newmarket

Gorham Eagle

( TapRide )

ID# 37231 7 p.m. – 11 p.m.


7 p.m. – 9:30 p.m. ** last pick up 9:15 p.m.


> curb-to-curb, stop-to-stop, curb-to-stop all under 3.25 km within geofenced area

> replacing route not running ( 56 ) > use TapRide software ( mobile app, admin booking ) > trips are automatically scheduled and

dispatched to drivers logged into software

> not required to book, schedule or dispatch trips if rider uses mobile app

> automatic scheduling should be able to accommodate a larger number of riders

> spontaneous booking eliminates pre-booking window > map allows visual of service area,

drivers and riders A to B trips > create trip restrictions by accommodation,

geofence, passengers, stop, time and distance > have free text to alert rider of reason

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

> software does not have an integrated trip planner ( can’t recognize closest running stop, first and last mile trip )

> vehicle runs on independent software from RM > no active dispatch functions ( moving trips, history of completed trips, delete trips ) > no trip kilometer information > scheduling does not recognize first and last mile trip for single rider and tries to link it > scheduling does no recognise closest driver to trips > scheduling does not utilize drivers evenly > scheduling algorithm does not link or assign trips in logistical pick up or drop off order > reports are substandard

61 King

ID# 37228 05:30 to 07:50* and 17:30 to 19:30^

*last arrival at the GO Station

^last pick up from GO Station is 18:30

N / A N / A > stop to stop for route not running ( 61 rush hour route )

> not a service area / no curb addresses > most trips are standing orders going to and from

GO Train station > riders can pre-book day before

( because of early service hours ) > most riders are using the service to

access GO Train, or fixed route > riders usage has model running more



> able to track vehicle and rider in RM dispatch > standing orders and pre-booked rides are

scheduled night before manually by scheduler > vehicles do MP trips inbetween AM and PM service

> need to assign a dedicated vehicle in order to accommodate times and location of trips ( low demand area ) > distance of trips is long 15-25 km > difficult to accommodate spontaneous requests for all available stops as vehicle travels south

and north for the existing pre-booked riders ( requests for east and west travel may be denied )



56 Newmarket

Gorham Eagle

( TapRide )

ID# 37231 7 p.m. – 11 p.m.




> curb-to-curb, stop-to-stop, curb-to-stop all under 3.25 km within geofenced area

> replacing route not running ( 56 ) > use TapRide software ( mobile app, admin booking ) > trips are automatically scheduled and

dispatched to drivers logged into software

> not required to book, schedule or dispatch trips if rider uses mobile app

> automatic scheduling should be able to accommodate a larger number of riders

> spontaneous booking eliminates pre-booking window > map allows visual of service area,

drivers and riders A to B trips > create trip restrictions by accommodation,

geofence, passengers, stop, time and distance > have free text to alert rider of reason

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

> software does not have an integrated trip planner ( can’t recognize closest running stop, first and last mile trip )

> vehicle runs on independent software from RM > no active dispatch functions ( moving trips, history of completed trips, delete trips ) > no trip kilometer information > scheduling does not recognize first and last mile trip for single rider and tries to link it > scheduling does no recognise closest driver to trips > scheduling does not utilize drivers evenly > scheduling algorithm does not link or assign trips in logistical pick up or drop off order > reports are substandard

61 King

ID# 37228 05:30 to 07:50* and 17:30 to 19:30^

*last arrival at the GO Station

^last pick up from GO Station is 18:30

N / A N / A > stop to stop for route not running ( 61 rush hour route )

> not a service area / no curb addresses > most trips are standing orders going to and from

GO Train station > riders can pre-book day before

( because of early service hours ) > most riders are using the service to

access GO Train, or fixed route > riders usage has model running more



> able to track vehicle and rider in RM dispatch > standing orders and pre-booked rides are

scheduled night before manually by scheduler > vehicles do MP trips inbetween AM and PM service

> need to assign a dedicated vehicle in order to accommodate times and location of trips ( low demand area ) > distance of trips is long 15-25 km > difficult to accommodate spontaneous requests for all available stops as vehicle travels south

and north for the existing pre-booked riders ( requests for east and west travel may be denied )



Appendix G – Current Technology Limitations

Customer Staff / Dispatcher

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

Riders must call in for confirmed times as they could change

Dispatchers must take call and manually book and 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


Appendix H – Process Mapping

Standing orderspre-booked

Rider calls inday before or

same day

Call goes todispatcher

Dispatcher checksto see if timerequested is

available

Dispatchermanually books

trip into software(trips)

Scheduler manuallyschedules trip

into designatedvehicle

Dispatcher manuallybooks trip into

designated vehiclefor negotiated time

Drivers manifestis automatically

updated

Drivers getmanifest on day oftrip when he logs

into tablet

Rider calls onsame day toconfim time

of trip

No tripbooked

Dispatcherdetermines if

request is withinservice hours/

boundary/verifies stops

Rider decidesif negotiated

time is acceptable

Is the tripsame day orday before?

Daybefore

Sameday

No tripbooked

Driverperforms

trips

NO

NO

YES

YES

End Step Decision Link Input/OutputStart

Figure 12-1 Process for DAR 61 – King


Rider bookstrip on

mobile app

Rider calls insame day



available


trip into software

Software schedulestrip into designated

vehicle


time/stops areacceptable

No tripbooked

Driverperforms

trips

NO

NO

YES

YES



request is withinservice hours/boundary/

verifies start orend of trip/

verifies lengthof trip

Drivers getsitineraryon tablet

Dispatcher makes tripplan to use Viva yellow iftrip starts/ends on Viva

Dispatcher advisesclient of

Viva yellow trip

Figure 12-2 Process for DAR 56 – Newmarket


Rider calls in7 days in advance

or same day



available


trip into software(trips)

Scheduler manuallyschedules trip

into designatedvehicle




updated

Drivers getmanifest on day oftrip when he logs

into tablet

Rider calls onsame day toconfim time

of trip

No tripbooked


request is withinservice hours/service area/

verifies stops/hubs and addresses


time is acceptable

Is the tripsame day orday before?

Inadvance

Sameday

No tripbooked

Driverperforms

trips


NO

NO

YES

YES

Figure 12-3 Process for DAR North


Rider calls insame day



available




updated

No tripbooked


request is withinservice hours/

boundary/verifies stops


time is acceptableNo tripbooked

Driverperforms

trips


NO

NO

YES

YES

Figure 12-4 Process for DAR Zone ( 31 / 32 / 84 ) – Aurora Oak Ridges, Route 15 – Stouffville, Route 44 – Bristol


Location York Region Belgium Denmark Gelderland, Netherlands Orlando, Florida

Name of Service YRT / Viva Belbus Lynx

Service Location > Provides transit service

to 9 municipalities in York Region

> 2 Million Inhabitants > 6 Regions ( 200,000-

800,000 inhabitants )

> Urban and Rural > Orange, Seminole and Osceola Counties

> 5-7 square mile zones > 13 zones”

Type of On Demand Service Provided

> DAR North – ( address to curb fixed route )

> Conventional DAR > Boundary-based DAR

> Covers 195 municipalities > 134 service areas

> 5480 passengers per day > Combine several types of transportation; Scheduled + Individual Variable.

> Cooperation between the Public Transport Organizations in Denmark with improved performance and reduced costs in Demand Responsive Transit

> Defined service area > Service hours

5 a.m. to 8 p.m.

> Residents must call at least two hours in advance

> Curb-to-stop > Standardized hours

and phone number

Threshold – Maximum Number of riders per hour 10 5

Technology Used

> Mobile application > Mobile fare payment

> Driver’s app > Cover app ( list with transport requests,

route guidance to next stop, receives messages from call centre )

> Android functions ( live vehicle tracking, tracking vehicle history )

> Planning and Control Centre integrated technology system

> Real-time information – fixed route real time information – ability to find location of bus on smartphone or by telephone call

> NeighborLink real-time information ( customers can reserve, update or cancel trips through the internet without having to call a representative )

Level of Integration Mobility Plus and some on-demand routes

> Integrated: different solution, according to parameters

> Integrated with other transportation systems ( school services, healthcare )

> Not integrated with local routes

Fleet Used > Arboc > Vans

> Sedans > 77 in-company busses > 40 taxi vehicles

> 173 subcontractor busses > 773 Hauliers, 5,162 unique vehicles > One vehicle assigned to each zone ( 13 )

Additional Information

> Currently demonstrating 3-4 different On-Demand models

> Replacing stand-alone system by integrated system

> Replaces fixed theoretical times by realistic time windows

> Customer profile kept with characteristics, transport requests and suspension info

> Financial incentives to operators

> Connect transport with commercial activities > Improved interconnections urban and regional > Need for real-time market research

to continue to improve > Requirement for modern technology

to reduce call centre expenses > Optimization of passenger grouping

> Integrates multiple service providers > Transitioned from 1 call center and 1 operator per region to integrated system

> PCC – Planning and Control Centre in 5 regions and several operators

> Contracts for vehicles within zones

Appendix I – Global Best Practices Summary


Location York Region Belgium Denmark Gelderland, Netherlands Orlando, Florida

Name of Service YRT / Viva Belbus Lynx

Service Location > Provides transit service

to 9 municipalities in York Region

> 2 Million Inhabitants > 6 Regions ( 200,000-

800,000 inhabitants )

> Urban and Rural > Orange, Seminole and Osceola Counties

> 5-7 square mile zones > 13 zones”

Type of On Demand Service Provided

> DAR North – ( address to curb fixed route )

> Conventional DAR > Boundary-based DAR

> Covers 195 municipalities > 134 service areas

> 5480 passengers per day > Combine several types of transportation; Scheduled + Individual Variable.

> Cooperation between the Public Transport Organizations in Denmark with improved performance and reduced costs in Demand Responsive Transit

> Defined service area > Service hours

5 a.m. to 8 p.m.

> Residents must call at least two hours in advance

> Curb-to-stop > Standardized hours

and phone number

Threshold – Maximum Number of riders per hour 10 5

Technology Used

> Mobile application > Mobile fare payment

> Driver’s app > Cover app ( list with transport requests,

route guidance to next stop, receives messages from call centre )

> Android functions ( live vehicle tracking, tracking vehicle history )

> Planning and Control Centre integrated technology system

> Real-time information – fixed route real time information – ability to find location of bus on smartphone or by telephone call

> NeighborLink real-time information ( customers can reserve, update or cancel trips through the internet without having to call a representative )

Level of Integration Mobility Plus and some on-demand routes

> Integrated: different solution, according to parameters

> Integrated with other transportation systems ( school services, healthcare )

> Not integrated with local routes

Fleet Used > Arboc > Vans

> Sedans > 77 in-company busses > 40 taxi vehicles

> 173 subcontractor busses > 773 Hauliers, 5,162 unique vehicles > One vehicle assigned to each zone ( 13 )

Additional Information

> Currently demonstrating 3-4 different On-Demand models

> Replacing stand-alone system by integrated system

> Replaces fixed theoretical times by realistic time windows

> Customer profile kept with characteristics, transport requests and suspension info

> Financial incentives to operators

> Connect transport with commercial activities > Improved interconnections urban and regional > Need for real-time market research

to continue to improve > Requirement for modern technology

to reduce call centre expenses > Optimization of passenger grouping

> Integrates multiple service providers > Transitioned from 1 call center and 1 operator per region to integrated system

> PCC – Planning and Control Centre in 5 regions and several operators

> Contracts for vehicles within zones



Meets First / Last Mile 5 4 2 4 5 4 2 4

Ease of Implementation

Easy to Communicate 5 4 1 4 3 4 3 4

Easy to Implement Fleet 5 4 3 4 4 4 4 4

Easy to Implement Software 5 4 1 4 4 4 1 4

Customer Experience 5 4 4 4 4 4 3 4

Impact of Dedicated Mobility Plus Fleet

Current 5 3 2 3 3 2 2 2

Future 5 3 3 3 3 3 2 3

MP Staff ResourcesCurrent 5 2 1 2 3 2 4 2

Future 5 4 4 4 4 4 4 4

Relative Cost ( High, Medium, Low ) 5 5 1 4 3 3 3 3

Technology Availability

Current 4 1 1 1 3 1 1 1

Future 5 5 2 5 5 5 3 5

Contractor Types

Ability to introduce with dedicated vehicles 5 5 5 5 5 5 5 5

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 Passenger 5 5 1 3 1 1 N / A 1

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

Mobilit

y Plus

31 / 3

2 / 84 –

Auror

a / Oak

Ridges

DAR North

44 – Bris

tol; 4

0 – Unio

nville

Local

& 41 – M

arkh

am Loc

al

56 – G

orha

m Eagle

10 – V

augh

an & 15

– Stou

ffville

58 – M

ount

Albert

&

52 – H

ollan

d Lan

ding

61 – K

ing Loc

al

Better Performer

Good Performer

Average Performer

Below Average Performer

Poor Performer

Appendix J – On-Demand Parameter Analysis Matrix


Positive Attributes Negative Attributes

Customer Operations Cost Customer Operations Cost

Status Quo

> Customer confusion with multiple DAR service delivery models > Difficult to integrate service with Mobility Plus

> Cost inefficiencies

Zone Boundary

Model

Multiple service zones ( 16 – 24 square km ) around York Region

> Easy for customers to connect to higher order transit

> Easy for customers to understand service area

> Ability to introduce with dedicated vehicle contractor

> Lowest average cost per passenger > Lowest cost per kilometre > Lowest average trip length > Lowest relative cost

> Customer trips restricted to zone boundaries > No guarantee that connections to conventional routes will be made

> Ability to pre-book makes it difficult for schedulers to integrate service

N / A

Zones centered around GO Stations, YRT Terminals, malls, popular attractions, employment areas, shopping areas,

> Customer appeal > Provide service to high

demand locations

> Ease of integration with Mobility Plus since driver locations are likely to be able to serve multiple customers with common destination in one trip

> Increased ability for driver to pick up customers after drop offs at popular destinations

> Lowest average cost per passenger > Lowest cost per kilometre > Lowest average trip length

> Customers travelling to isolated locations may still have difficulty relying on transit service

> Boundaries may restrict short trips that could be made because they fall outside of predefined zone

N / A

Urban: Stop-to-stop Rural: Curb-to-stop

> Connection to transit will be made available at times of day when conventional service would not normally operate

> Improved customer optics by removing empty busses during low demand times of day and in low demand service areas

> Simplicity for operators not restricted to fixed route

> Urban: low relative cost > Customers in urban areas may still have difficulty reaching nearest transit stop

> Adverse weather conditions may make waiting time and travel to nearest stop difficult

> Challenge for those with needs

N / A > Can reduce conventional service hours

> Rural: high relative cost

Technology: one platform – same app, same phone number

> Reduce customer confusion > Increase customer

autonomy for trip planning

> technology to assist with trip planning > Reduce cost by improving efficiencys

> Customer learning curve for app usage > Online platform may not appeal to all customers > Technology issues may impact customers unable to use app > 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

N / A > Demand for charging stations and improved WiFi capability may become a necessity and impose additional cost

Appendix K – Alternative Analysis




Status Quo

> Customer confusion with multiple DAR service delivery models > Difficult to integrate service with Mobility Plus

> Cost inefficiencies

Zone Boundary

Model

Multiple service zones ( 16 – 24 square km ) around York Region

> Easy for customers to connect to higher order transit

> Easy for customers to understand service area

> Ability to introduce with dedicated vehicle contractor

> Lowest average cost per passenger > Lowest cost per kilometre > Lowest average trip length > Lowest relative cost

> Customer trips restricted to zone boundaries > No guarantee that connections to conventional routes will be made

> Ability to pre-book makes it difficult for schedulers to integrate service

N / A

Zones centered around GO Stations, YRT Terminals, malls, popular attractions, employment areas, shopping areas,

> Customer appeal > Provide service to high

demand locations

> Ease of integration with Mobility Plus since driver locations are likely to be able to serve multiple customers with common destination in one trip


> Lowest average cost per passenger > Lowest cost per kilometre > Lowest average trip length

> Customers travelling to isolated locations may still have difficulty relying on transit service

> Boundaries may restrict short trips that could be made because they fall outside of predefined zone

N / A

Urban: Stop-to-stop Rural: Curb-to-stop

> Connection to transit will be made available at times of day when conventional service would not normally operate

> Improved customer optics by removing empty busses during low demand times of day and in low demand service areas

> Simplicity for operators not restricted to fixed route

> Urban: low relative cost > Customers in urban areas may still have difficulty reaching nearest transit stop

> Adverse weather conditions may make waiting time and travel to nearest stop difficult

> Challenge for those with needs

N / A > Can reduce conventional service hours

> Rural: high relative cost

Technology: one platform – same app, same phone number

> Reduce customer confusion > Increase customer

autonomy for trip planning

> technology to assist with trip planning > Reduce cost by improving efficiencys

> Customer learning curve for app usage > Online platform may not appeal to all customers > Technology issues may impact customers unable to use app > 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

N / A > Demand for charging stations and improved WiFi capability may become a necessity and impose additional cost




Zone Boundary

Model

Availability of at least one base route within zone

> Enable customers to be able to connect to higher order transit

> Increased likelihood to be able to serve multiple customers with common destination in one trip


N / A N / A N / A N / A

Ability to add multiple service providers ( ie. Uber, taxi )

> Increase travel options for customers dependent on willingness to pay

N / A N / A N / A N / A N / A

Standardized hour > Reduce customer confusion > Improve customer connectivity

to higher order transit during low demand times of day

> Simplifies operations N / A > Replacement of low demand conventional trips may upset customers who are regular users of one specific trip

> Customers may not be able to rely on connections > Have unpredictable arrival times. May not want to have to constantly

book trip

> May not be able to completely standardize

> May increase cost

Ability to integrate with Mobility Plus Trips

> Larger driver pool will increase speed and availability of service for customers

> Greater availability for customers with usage restrictions ( ie. customers travelling with children or with disabilities )

> Simplicity for operations / operators > Cost savings N / A N / A N / A

Route Based Model

Large service zones around York Region

N / A N / A N / A > large service zones will inhibit integration with MP

> Cost will be high

Coverage N / A N / A N / A > Very restrictive for customers N / A N / A




Zone Boundary

Model

Availability of at least one base route within zone

> Enable customers to be able to connect to higher order transit

> Increased likelihood to be able to serve multiple customers with common destination in one trip


N / A N / A N / A N / A

Ability to add multiple service providers ( ie. Uber, taxi )

> Increase travel options for customers dependent on willingness to pay

N / A N / A N / A N / A N / A

Standardized hour > Reduce customer confusion > Improve customer connectivity

to higher order transit during low demand times of day

> Simplifies operations N / A > Replacement of low demand conventional trips may upset customers who are regular users of one specific trip

> Customers may not be able to rely on connections > Have unpredictable arrival times. May not want to have to constantly

book trip

> May not be able to completely standardize

> May increase cost

Ability to integrate with Mobility Plus Trips

> Larger driver pool will increase speed and availability of service for customers

> Greater availability for customers with usage restrictions ( ie. customers travelling with children or with disabilities )

> Simplicity for operations / operators > Cost savings N / A N / A N / A

Route Based Model

Large service zones around York Region

N / A N / A N / A > large service zones will inhibit integration with MP

> Cost will be high

Coverage N / A N / A N / A > Very restrictive for customers N / A N / A


Appendix L – Proposed Standardization of Hours


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.

15 – Stouffville*- - 7 a.m. – 9:45 a.m.

7 a.m. – 6:45 p.m.8 a.m. – 10:45 a.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 - -

61 – King Local***5:30 a.m. – 7:50 a.m. 5:30 a.m. – 7:50 a.m. - - - -

5:30 p.m. – 7:30 p.m. 5:30 p.m. – 7:30 p.m. - - - -


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.




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 Ridges 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. - -

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


Appendix M – Factors Influencing Demand Responsive ( DRT ) Performance

Factor Manageability

Operations

Hiring practices and training for vehicle operators Controllable

Operator wages and benefits Controllable / Partially Controllable

Timely vehicle pull-outs with back-up operator availability Controllable

Relationship of paid operator-hours to vehicle-hours Controllable

Wages and benefits for other operating staff Controllable / Partially Controllable

Deadhead time and miles Partially Controllable

Average system speed Partially Controllable


Scheduling / Dispatch

Skills in creating effective manifests Controllable

Matching vehicle-hours to ridership demand Controllable

Service Policies Related to

No-shows and late cancellations Controllable

Length of advance reservation period Controllable

Service span: days and hours of service Controllable

Rider assistance: door-to-door, curb-to-curb, packages, child car seat, etc Controllable



Vehicles

Vehicle type and mix; vehicle specifications Partially Controllable

Vehicle condition and maintenance practices Controllable

Maintenance expenses Controllable

Administration

Staffing and administrative expenses Controllable

Safety

Safety policies and procedures Controllable

System’s “culture of safety” Controllable

Service-Area Environment

Service-area size, roadway network, density, land use patterns, constraints ( e.g., mountains, bridges, railroad crossings )

Uncontrollable

Strength of local economy / job market affecting employment environment Uncontrollable

Weather and “Acts of God” Uncontrollable


Other

Type of ridership: ADA only, limited eligibility, general public Uncontrollable

Contractual constraints: rules imposed by human service agencies that contract for service ( e.g., maximum ride time, etc. )

Partially Controllable

Type of operator ( city / county, transit authority, private contractor, taxi co. ) Partially Controllable

Demand for DRT service Partially Controllable

Riders’ no-shows and late cancellations Partially Controllable

Riders’ dwell time Partially Controllable


Glossary

Accessibility for Ontarians with Disabilities Act ( AODA ): The Accessibility for Ontarians with Disabilities Act, 2005 ( AODA ) was passed into law by the Ontario legislature and allows the government to develop and enforce specific standards of accessibility. The standards, which are laws known as regulations, provide the details needed to help meet the goals of the AODA. The AODA is the foundation on which the accessibility standards are built.

Average Daily Ridership: Average number of passengers travelling during a given weekday.

Base Routes: Routes designated in major east / west and north / south corridors on York Region main arterial roads. They form a grid network of fixed routes connecting major destinations.

Board Period: Specific times within a year when changes to transit schedules are implemented. These changes usually occur as a result of seasonal variations in customer travel patterns.

Bus Rapid Transit ( BRT ): Buses operating on grade-separated roadways or dedicated lanes to transport passengers without interference from other traffic systems. Characteristics include: signal priority, off-bus fare payment, level boarding ( low-floor buses or high-level platforms ), enhanced accessibility, and enclosed stations.

Dial-a-Ride ( DAR ): Demand-responsive transit designed to provide immediate local travel within a specific travel zone or neighbourhood where demand for transit service is limited. Customers call in advance to book a trip.

Family of Services: Includes all transit services provided by YRT / Viva, including: conventional YRT, Viva rapid transit, Dial-a-Ride and Mobility Plus services.

Key Performance Indicators ( KPIs ): Quantifiable measurements used to track the success of an organization or program. Indicators, if implemented and monitored correctly, help define and measure progress toward both short and long-term organizational goals.

Mobility Plus: York Region’s door-to-door, shared ride, accessible public transit service for people with disabilities who are unable to use conventional public transit due to a physical or functional disability.

Net Cost per Passenger: Net direct operating cost divided by total passenger trips.

Non-Rush Hour: Periods of the day when travel activity is generally lower and less transit service is scheduled. Non-rush hour is also referred to as off-peak hours, off-peak service hours, or off-peak period.

On-Demand: Demand-responsive transit ( DRT ) service designed to provide immediate local travel as requested. Customers call in advance to book a trip.

Operating Periods: Time periods when different travel patterns can be identified. Unless otherwise noted, YRT / Viva’s operating periods are as follows:

> Early AM: beginning of service until 6 a.m. > AM rush hour: 6 a.m. to 9 a.m. > Midday: 9 a.m. to 3 p.m. > PM rush hour: 3 p.m. to 7 p.m. > Early / late evening: 7 p.m. until end of service

Passenger Trips: A trip made by a customer travelling one way, from origin to final destination, on a public transit system. As transfers are not taken into account, the trip may involve transferring from one vehicle to another.

Public Information Centre ( PIC ): An information event to allow the general public an opportunity to review future transit service recommendations, and provide feedback.

Revenue to Cost Ratio ( R / C Ratio ): Total operating revenues divided by total direct operating expenses.

Ridership: Number of rides taken using a public transit system in a given time period.

Rural Area: Area with a low population density, typically where much of the land is devoted to agriculture.

Rush Hour: Periods of the day when travel activity is generally higher and additional transit service is scheduled. Rush hour is also referred to as peak hours, peak service hours, or peak period.

Service Span: The period of time during which service is operated ( e.g. 6 a.m. to 10 p.m. ). Service span often varies by weekday, Saturday or Sunday / holiday service.

Stakeholder: Person or group that has an investment or interest in YRT / Viva.

Suburban Area: Residential area within commuting distance of a city; may be part of a city or a separate residential community.

Urban Area: Area with a total population of at least 1,000 and at least 400 persons per square kilometre.


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 ).