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
reduces the overall cost effectiveness of the Zone Bus structure. Due to this inability to carry as
many passengers per trip, a Zone bus becomes less cost effective than a fixed route service when a
certain passenger volume is reached. At this point, a transit system typically switches to a fixed route
system. This switch can also be seen negatively by many passengers that enjoy the convenience of
the zone bus service.
Oakville Transit inaugurated a Zone bus system for low demand periods (evening and Sundays).
The system used four vehicles for the Zone bus service, replacing eleven buses that were previously
deployed on fixed routes in these off-peak periods. Transfers were made at the GO Transit station,
which facilitated transfers to interregional rail service to the City of Toronto. The new Zone bus
Sunday service exceeded the previous ridership with seven fewer fixed route vehicles. The cost of
operating a zone bus service was about one third of the cost of operating a conventional fixed route
service in the same area. However, as ridership grew due to the Zone bus success, the service was
replaced with a fixed route service to accommodate growing demands.
13.2 TransCab
TransCab is also an effective service delivery model for low demand areas. TransCab involves an
agreement between the transit operator and a local taxi company to pick up/drop off passengers
who are eligible for transit service. The taxi company receives the fare plus an additional payment
from the transit company and this is usually significantly less expensive then dedicated conventional
services operating a fixed route all day. For example if the taxi flat rate is $15.00 and the fare is
$2.00, Metrobus would pay the taxi company $13.00 for the trip.
The use of TransCab has been a common practice in the City of Hamilton for a number of years. In
this case, the TransCab trip is made to the nearest bus stop and the duplicate ticket is taken as a
transfer by the bus driver. No fare is collected on the way in, but a fare is collected on the way out.
Although only one half of the fare is collected by the host municipality, it is viewed by Hamilton as a
means of filling the bus which is on route in any event.
The advantage of this model is that it provides an inexpensive way for Metrobus to provide service
to a low demand area or period. For example, it costs Metrobus $98.56 per hour to operate service.
In low demand peripheral areas such as the Goulds, TransCab service could be offered during the
off peak periods (i.e. weekends and evenings) instead of regular fixed route service.
If the uptake was infrequent and cost less than the hourly Metrobus rate 5 , it would be cost effective
to provide a TransCab connecting to a transfer point at the Village Mall. It would also likely improve
the level of service for passengers, as service would be more available than the hourly freqency that
is currently provided. It may also increase ridership during the peak periods as the TransCab would
offer an additional level of flexibility and assurance that a service is available during the off-peaks
should the need to travel during this period arise.
The challenge with TransCab is the difficutly implementing the service under the collective
agreement with the driver’s union. Many system’s use this type of service delivery model as a
method to build ridership in low demand areas. If a clear service standard is established that guides
the introduction of new service, TransCab can be used when ridership falls below the standard as a
5 For example, if a taxi fare cost $20.00 from the Goulds to the Village Mall and it could make four trips in one hour, the
cost for Metrobus would be $80.00 minus fares collected.
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