mabba18 (mabba18) wrote in octranspo,
mabba18
mabba18
octranspo

Budget 2009

Here we go agian!

There are some highlights. Increased service across the board, and (Finally!) 24 hour bus service. Of course, they will come at the cost of some very deep cuts.

The only 2 I can speak too are the 117, and the 18. The 117 is a little empty in the middle of the day, but mornings and evenings it is jam packed. Would it really be that hard to cut service so that it still fits class schedules at Carleton?

I take the 18 at 10pm on weekday night going west. It is not empty, there are always a good dozen people on it, and more then a few getting on and off between Westbroro and Lincoln Heights. I'm also on it Weekends, and it is full with people going to and from Carlingwood and Lincoln Heights. Cutting it out of this area would mean a huge number of people would have no transit options outside of peak times.

As alway, it comes down to hurting those who need transit the most, just to appease tax payers with minor savings.


http://www.ottawa.ca/calendar/ottawa/citycouncil/occ/2008/11-04/ACS2008-CMR-FIN-0046%20-%202009%20Draft%20Operating%20and%20Capital%20Budgets,%20High-Level%202010%20and%202011%20Budget%20Forecasts%20-%20FINAL.htm



4. Accelerate the Achievement of Transit’s Cost Recovery Target of 55%
Financial Impact of Option: $6.99M in 2009 and $3.03M in 2010, for a total of $10.02M

Transit Services options include the deferral of planned increases in Stittsville transit services and removing service from selected routes with low ridership.

Introduction

Transit ridership in Ottawa remains strong and is growing rapidly. Yet, at the same time, the costs to provide transit service are increasing faster than the rate of inflation. Council directed that an increased share of the cost of transit services be provided from customer fares rather than from property taxes. The Transit Services Strategic Branch Review confirmed four objectives for transit: ease of mobility, economic efficiency, accessibility, and environmental improvement. To meet these diverse outcomes, there is a need to change the way Ottawa’s transit services are planned and delivered. The focus needs to be on delivering convenient, reliable services that are used by the greatest number of customers. By doing so, ridership growth can be supported and encouraged, and progress will be made toward the transit modal split targets that are needed for a sustainable future for Ottawa.

As of the end of September 2008, transit ridership is 4.8 per cent higher than it was in September of 2007. Based on current use, ridership will reach 100 million customer-trips in 2008, by far the highest level of transit ridership ever in Ottawa. (By contrast, transit ridership was 81 million customer-trips in 2000.) This rapid growth in ridership is driven by investments in infrastructure and service made in prior years, high fuel costs, and increasing traffic congestion experienced particularly during morning and afternoon commuting times.

For 2009, the City is well positioned to capitalize on a strong demand for transit service, provided it invests in areas where it has the capability to deliver consistent service with the desired quality standards and additional service on high demand routes.

The 2009 transit business plan, as tabled in the draft estimates, contains the following measures to support continued improvements in service quality and increases in transit ridership:

* Increasing the total amount of service provided by 5 per cent to meet ridership demand and to stimulate continued growth on high demand routes;
* Increasing the amount of service provided on Para Transpo by 1 per cent, to provide approximately 8,000 more trips for people with disabilities;
* Realizing $12 million in productivity improvements through a series of targeted efficiency improvements; and
* Focusing on the quality of service delivery and service excellence by basing decisions on a clear understanding of the customer (OC Transpo Marketing Plan), client-focused performance measurement (Transit Services Annual Performance Report), reorganizing the management structure by bringing bus maintenance and purchasing into the OC Transpo organization and a new relationship with front-line employees that builds satisfaction and reinforces service excellence.

Some of the service improvements that are planned for 2009 include:


* Opening of the West Transitway between Pinecrest and Bayshore,
* Opening of new Park and Ride lots at Millennium, Chapel Hill, Leitrim, and Riverview,
* 24-hour service on the Transitway on Route 95, and earlier and later service to the airport on Route 97,
* Reliable 15-minute service at busy times on major routes such as Routes 86, 101, 106, and 118,
* More frequent service on busy routes at peak times, and
* Service to the new RCMP headquarters in Barrhaven.

With these changes, transit ridership is expected to grow by 6 per cent in 2009, overall cost by 8.4 per cent, revenue from customer fares by 15.5 per cent, resulting in a fare-box recovery of cost ratio of 52.2 per cent.

Options

Transit Services options include the deferral of planned increases in Stittsville transit services and removing service from selected routes with low ridership.

The percentage increase in property tax contribution to the cost of transit services in recent years has been in excess of overall property tax increases. This has placed a disproportionate burden on other City services to reduce costs to achieve overall property tax targets.

These possible transit service reductions have been identified as the way to reduce the transit budget with the least possible impact on transit customers, transit ridership levels, and revenue from transit customers’ fares. Under these options, the tax requirement to fund transit services would stay constant at 2008 levels. Implementation of these options, as described in greater detail in Table 1, would generate net savings for 2009 of $6.99 million and $3.03 million in 2010.

Even with the implementation of these options, transit ridership is expected to grow by 3 per cent in 2009, revenue from customer fares is also expected to grow by 13.1 per cent and the fare-box recovery of cost ratio would increase to 52.9 per cent.

These measures are consistent with Council’s Fiscal Framework and will put Transit Services on a more sustainable economic footing for the future.

Deferring Planned Increases in Stittsville Transit Services

The planned increase to transit services in Stittsville would not proceed in 2009. This would defer the transition to full urban transit service standards in Stittsville. Currently, transit service standards in Stittsville are at approximately two-thirds of the standards that apply in the rest of the urban area. Staff had developed a strategy for the last three years of a ten-year transition to full urban transit service standards, with service standards and transit tax rates rising to approximately 80 per cent of urban levels in 2009, 90 per cent in 2010, and 100 per cent in 2011.

Specifically, the service increases that would not proceed in 2009 would be:

* A new local route, operating Monday to Friday, every 30 minutes, to bring more residents within a ten-minute walk of all-day service;
* A service increase to 30-minute service at all times on Route 96; and
* Two additional afternoon trips on Stittsville express routes.

Adjustments to Routes with Low Ridership

The routes proposed for changes represent those with the lowest ridership and, therefore, have a revenue-to-cost ratio lower than the system average. By removing carefully selected routes with low ridership, some customers will experience increased walking distance to the nearest bus stop, affecting 4.9 million customer-trips each year (4.9 per cent of system ridership). However, substantially all customers will remain within a 10-minute walk of a bus stop. This option will reduce the overall increase in ridership that the 2009 business plan and draft estimates projected. The estimated ridership loss for this option is 3.1 million customer-trips each year from the transit system (3 per cent of system ridership). Service reductions would begin in April 2009.

This reduction would reduce transit travel choices during peak periods in certain parts of the City. It would decrease evening and weekend service in some areas and eliminate this service entirely in other parts of the City. These reductions would remove transit as a travel choice for some residents. However, the impact on customers from making these reductions would be less than from making any other set of reductions, from further increasing fares, or from not proceeding with planned service improvements.

The following routes would have reduced service: 5, 6, 16, 18, 23, 25, 43, 51, 55, 87, 97, 101, 102, 105, 116, 117, 127, 128, 131, 136, 137, 141, 142, 146, 147, 149, 151, 152, 153, 154, 156, 165, 166, 167, 169, 171, 173, 174, 178, 181, 193, 306.

The following routes that would be eliminated entirely:

23, 25, 43, 51, 55, 102, 117, 153, 167, 169, 181, 193, 306

Timeline

The service reductions on routes with low ridership would begin in April 2009.

Stittsville service increases would be deferred to the 2010 budget deliberations.

Financial Implication

Implementation of the options described above will generate net savings as follows:

2009 = $6.99 million

2010 = $3.03 million

$10.02 million (per full year)

TABLE 1 - Low Performing Routes Detailed Summary

Details of services that would be removed:

Route 5 - Service removed east of Rideau Centre Saturday mornings and evenings and all day Sunday

Route 6 - Service removed Monday-Friday midday

Route 16 - Service removed west of Rideau Centre Monday-Friday midday and evenings, all day Saturday and Sunday

Route 18 - Service removed west of Rideau Centre Monday-Friday evenings, Saturday mornings and evenings, all day Sunday

Route 23 - Service removed entirely
Route 25 - Service removed entirely
Route 43 - Service removed entirely
Route 51 - Service removed entirely
Route 55 - Service removed entirely
Route 87 - Service removed west of Hurdman Station, Monday-Friday evenings, Saturday mornings and evenings, and Sunday all day

Route 97 - Service removed on Woodridge Crescent

Route 101 - Service removed east of Queensway Station Monday-Friday in midday and evening, Saturday all day

Route 102 - Service removed entirely

Route 105 - Service removed west of LeBreton Station (removes direct connection from O-Train to Gatineau and Gatineau to Tunney's Pasture)

Route 116 - Service removed Baseline to Nortel Monday-Friday in peak periods
Route 117 - Service removed entirely
Route 127 - Service removed east of Blair Station Monday-Friday midday, all day Saturday
Route 127 - Service removed west of Blair Station Saturday and Sunday mornings
Route 128 - Service removed Monday-Friday evenings and all day Saturday and Sunday
Route 131 - Service removed Monday-Friday evenings, all day Saturday and Sunday
Route 136 - Service removed Monday-Friday evenings, Saturday and Sunday all day
Route 137 - Service removed Monday-Saturday evenings, Saturday mornings and all day Sunday
Route 141 - Service removed Monday-Friday midday and all day Saturday
Route 142 - Service removed Monday-Friday evening, all day Saturday and Sunday
Route 146 - Service removed Saturday morning and evening, and all day Sunday
Route 147 - Service removed Monday-Friday evenings and Sunday mornings
Route 149 - Service removed Monday-Friday midday and evening, Saturday and Sunday all day

Route 151 - Service removed from Westboro Stn to Tunney's Pasture Stn Monday to Friday midday and evening and all day Saturday and Sunday

Route 151 - Service removed from Lincoln Fields Stn to Carlingwood at all times

Route 151 - Service removed from Baseline Rd to Westboro Stn Sunday evenings (would run only Lincoln Fields-Baseline/Clyde)

Route 152 - Service removed Monday-Saturday evening, Sunday morning and evening

Route 153 - Service removed entirely
Route 154 - Service removed Monday-Friday midday and evening, and all day Saturday and Sunday

Route 156 - Service removed from Meadowlands/Chesterton to Lincoln Fields Stn via Carlingwood Monday-Friday evening (would run only Meadowlands/Chesterton to Lincoln Fields Stn via Woodfield/Baseline Stn)

Route 156 - Service removed from Woodfield/Merivale to Lincoln Fields Stn via Chesterton/Carlingwood Saturday mornings and evenings and Sunday all day (at those times, would run only Woodfield/Merivale to Lincoln Fields Stn via Woodfield/Baseline Stn)

Route 165 - Service removed Monday-Friday midday
Route 166 - Service removed Monday-Saturday evenings, Sunday all day
Route 167 - Service removed entirely
Route 169 - Service removed entirely
Route 171 - Service removed Monday-Friday evening, Saturday and Sunday all day
Route 173 - Service removed Monday-Friday evening, Saturday and Sunday all day
Route 174 - Service removed Monday-Saturday evenings, Sunday all day
Route 178 - Service removed Monday-Friday in midday and evening, Saturday all day
Route 181 - Service removed entirely
Route 193 - Service removed entirely
Route 306 - Service removed entirely
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