Metrobus Transit Study.pdf - City of St. John's

St. John’s Transportation Commission (Metrobus) 2011
Market Assessment and Strategic Directions Study – Part D: Strategic Directions
13.0 STRATEGIES TO SERVICE LOW DEMAND AREAS
With a goal of increasing transit usage and providing people with a travel option that is reasonably
competitive, service frequencies beyond 30 minutes and limitations on service hours should be
reduced as much as possible. Yet financial realities and the nature of land use and activity patterns
clearly result in some geographic locations and/or service times when transit demand is low and
difficult to serve productively with a fixed route transit service.
Three approaches are outlined in this section for addressing low demand periods, remote/low
density areas and difficult to serve markets. Metrobus should examine its approach to Sunday
service and to geographic areas such as Shea Heights, Kilbride, and Goulds which lack the density
required to support 30 minute service. A special industrial service strategy is also recommended for
consideration.
13.1 Zone Bus
A zone bus is a demand responsive service where a bus operates within a defined geographic area
with an established transfer point between all zones.
Passengers are required to phone a dispatcher approximately 1 to 2 hours ahead of their desired trip
time to find out a designated spot/time for pick up. The bus driver then picks up and drops off
passengers within each zone during a set interval (i.e. every half hour) before returning to the
transfer point. The route used in the zone is flexible and is based on the scheduled passenger pickups
and drop offs for each time interval.
Zone bus is most effective in areas or during periods of low ridership demand. Typically, a zone bus
can carry 15 to 20 passengers per revenue vehicle hour (depending on the overall size of the zone).
By operating within a zone instead of along a fixed route, the catchment area served by one vehicle
becomes larger, thereby minimizing the number of buses required to maintain reasonable coverage
targets.
A dispatcher position would need to be created in addition to the drivers required to operate the
system. Therefore, bus driver savings attributed to a zone bus would need to include the addition of
a dispatcher.
Areas within St. John’s where a zone bus structure could be considered include Airport Heights,
Shea Heights, Kenmount Terrace and Goulds/Kilbride (see also Section 12.2 for other options).
For Sundays a zone bus system, perhaps augmented by fixed route spine services on major arterials
connecting the downtown, Village Shopping Centre, Avalon Mall and Memorial University, may be
a more productive way to serve this low demand period. Figure 23 illustrates the approach
recommended in Guelph for Sunday and Holiday service which would cut the fleet requirement in
half but require an effective dispatch and radio system. The design principle is that people living
close to the spine service would walk to the nearest bus stop along the spine route while others
living in the various zones call in and request the time/location of the bus travelling in their zone
which will take them to any destination within their zone or to a transfer point.
Dillon Consulting Limited Page 81