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MEMO TO: ENGINEERING DEPARTMENT - STONEY CREEK

PROM: RESEARCH DEPARTMENT - H.S.R. DATE: BPRIG-19, 1965, RE: TRANSIT SERVICE PROPOSALS - STONEY CREEK EAST

This memorandum presents the general findings of the telephone survey conducted in East Stoney Creek in Feburary 1985. The telephone survey was conducted by R.T. Kelley and covered 308 households. All of the normal steps usually undertaken in a Survey of this nature were observed including a sample selection, questionaire pretesting and ans the female head of the household as the interviewee. The survey was designed to yield information on both demographics of the target population and travel patterns related to their activitives. ) The demographic data included information on household 2LZe7 ade breakdown, vehicle ownership, driver licenses held and so on. Travel fs included information on work trips as well as non-work Crips.

mane work trip information included days worked, work location, shift types and the temporal distribution of the beginning and end of the work period. The work trip aspect of the survey also identified captive auto users. Information on non-work trips included Erip patterns for shopping and social recreational trips of various types. anis data, along with Regional trip generation rates, was used to identify the transit market Ser one a te east Stoney Creek. Tables Pontaining the survey data are presented in the Apendix to this. report. Tables indicating financial impacts of several alternative Service concepts are provided in the report as well as comparative Pemancial data for existing and proposed transit services in Stoney Creek. fc seule be noted Theat this report does tot contain any recommendations regarding service.

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SURVEY FINDINGS

Tabie A-] shows general demographic information: There are 3.23 persons per household. There are about 14 percent of the population im the highschool student agé group, 5 percent seniors (which is quite bow) ard most Cf the population (64 percent) is in the 20-64 year group.

Table A-2 shows vehicle ownership and licénse ownership. On average, there are slightly more than two autos per household and over two licensed drivers in each household. General mobility would seem to be high. However, 28 percent of the households report owning only one car, which suggests some limitation in mobility if the single car is im Wse Dor the work trip. However, a special vun of one car houséenold data showed that there was very little trip surpression.

Table A-3 tries to address the question of restricted mobility. It was found that about 28 percent of respondents did not have an auto available when they wanted to travel. However, it was found that they did have - and did exercise - other travel options. These included Por CCL, travelling with Eriends <tc. Of the 2e percent. who said that they were mobility restricted - about 11 percent, 61 Those surpressed bPipes (5, > pereenc Of Uhe total).

Table A-4 indicates that most workers (85 percent) work full time, work largely (73 percent) days and only 25 percent are “auto CaApLAve =

Table A-5 and A-6 are self-explanatory.

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TRAVE IMPLICATIONS

The population of Hast Stoney Creek within walking distance of a possible transit route is less than 3,000 people. When the number of person (rips are getierated using Regional trip generation rates and factored Dy the various elements thal go towards identifying a travel Market, Che number of daily one way trips which might be candidates LOB Grarsilt service <urn Out to be relatively low... The factors

Sere hae Potential transit usage include the percentage of the population within walking distance of potential transit routes such as wy. S and Barvon Street, the trip orientation factors, the times during the day that trips were made, auto captive factors and

antvet pared Cransit modes wpiits. In short, the travel data. indicated that there may De a.market for approximately 25 one way work trips daily and about 100 other purpose one way daily trips. Those trips Gould only be captured by a high Level, of transit. service.

ALTERNATIVE SERVICE PLANS

Four alternative service plans were developed in order to provide some general guidance to the local decision makers. The service plans were Priced and ©idership Was estimated for each alternative. The alternatives included traditional bus services as well as a shared Eide LAX Operation, tne representative alternatives are shown below:

Alternative (Cne

This Alternative consists of extending regular H.S.R. bus service from route 55 and 55A (Stoney Creek Central). Buses would continue on Hwy. 8 beyond Jones Road to the Regional boundary and beyond the Levy Loop

om Barton Sirees to uhe Kegional

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boundary. The service would provide for approximately 40-45 minute

headways and would operate between 6:00 A.M. and 7:00 P.M. 6 days a

week. The cost for the service is relatively high at approximately $206,000 annually. Ridership in the first year was estimated to be 33,000 and in the second year about 46,000. Revenues were calculated

Be tne average fare for the H.s.R. and resulted in deficits ci between Susu ,000 = 6290,000 for this aiternative., Details. of this alternative are shown in Table One.

Alternative Two thas ALwernacive 16 Similiar to Alternative One in that it would extend service on Hwy. 8 from Jones Street and on Barton Street from the Levy Loop. Rather than extending every trip as in Alternative One, this Alternative would extend every 2nd trip, thereby providing a 90 minute service between 6:00 A.M. and 7:00 P.M., 6 days a week. The cost of the service is relatively high because the same number of buses would be required to operate the service as in Alternative One. The savings in COSG are due Lo incremental mileage charges. The resulting cost. is apoue S160,000 & year.

Ridership would be somewhat lower than in Alternative One and is estimated at approximately 27,000 ae the first year and 33,000 riders, im the second year. The annual deficit for this service is

between $140,000 - $145,000. Details are shown in Table One.

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Alternative Three

this Aleeriative os a little different in that it proposes a shared ride taxi operation from the Jones Road area on Hwy. 8 and/or from the Levy Loop area on Barton Street. This Alternative envisions taxi distribution to the low density Stoney Creek East areas for both inbound and outbound passengers. Taxis would be scheduled to meet the regular bus service at Jones and the Levi Loop The costs for the service are based on an average of 2.5 passengers per taxi in the peak Per OGs ine Was PasceniGere (per Gana qi che Grr speak... .vhe- number of

Chips and average Crip distance was calculated and costs were applied

Scere od sol ICU Pent Vas Voharges , ile. ta S2.00, drop charge plus S/0 2 cm, LI SUM ni strative [ee was Lmelucded, Lo cover tne cost of accounting and monitoring the service. The total annual cost is

estimated to be between $100,000 and $110,000. EVenm with the taxi service, ridership was not estimated to be higher than that projected For the first Alternative. That was 33,000 in the first year and about 46,000 passengers in the second year.

The projected deficit is based on the same average fare structure as Dhak Of. ihe Heo ks The taxi service and results in an annual deficit

operation of between $85,000 - $92,000. Details are shown in Table

One.

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Alternative Four

ine -ianhal ALvernatwve consists of adding several "CCL. round trips into vne “COL Rwy. —OeSservice patterns The (CL service an the Hwy. 8 corrider was studied and it was found that during the time when most travel is being made in the corridor for work purposes, there may not be enough CCL transit service to adequately cover the multiple peaks. it Peetoroposed, Dasea on this review of (CCL operation in the corridor, that additional round trips from Hamilton to Grimsby be implemented at O70 Roms 7 oi ei0 VAT. |. Aso P Mo and “ss4o oR JM. “It sshould be moted that CCL operates only one trip into Hamilton in the morning peak period Which ARrLiVes in downtown Hamilton at S<155.° This trip exibits a dood revenue cost ratio of about 63%. CCL also operates only one trip outbound in the evening peak to Grimsby, leaving Hamilton at 5:15 P.M. Md Texibativnicna good revenue cost (ratio of 76%. Thespropesed service here would bracket those two peak hour services. Revenue miles and revenue hours were calculated by CCL and the annual cost for this Service Us "estimated to be $136,000. ‘The number of anriual riders on the extra service is estimated at 18,500 with annual revenues of approximately $33,000. Tie anniwtal Gerpeit foer“this service is

estinaved ta be around s2007000. - $105,000.

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COMPARTOUN TOI WESE SlONE VY GREEK SERVICE

Table 2 shows a comparison between the existing transit services in West Stoney Creek and the proposed services in East Stoney Creek. The lable shows the key planning information for the existing and proposed routes such as population served, annual miles of operation, annual passengers and gross deficit. The Table shows that the Gross Deficit per passenger is about $1.25 for the existing services in West Stoney Creek. The deficits per passenger (averaged over two years) for the alternative service concepts range from $2.23 to $4.68 or about two to tour times as expensive as the deficit per passenger incurred for existing service. The gross deficit per capita is derived by dividing the gross deficit accumulated on a service by the population served and is an indicator of the level of support a government must be Breparea EG bay to provide a service. The delicie per capita served for existing service in West Stoney Creek is around $22. The deficit per capita served for the conceptual alternatives ranges from $33 to 675, These deficit per capita figures are high bécause the limited croiiely Marten potential requires an unusually high ratio of transit Service to capture the ridership. Finally, ene revenue-cost ratios are (quate low for the concepcual Faso aees eee -~ ranging from 10% to 24%. he existing Stoney Creek transit service operates at a revenue

cost ratio of about 30% which is higher than the proposed services.

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AVERAGE HOUSEHOLD SIZE

AGE DISTRIBUTION

Hip 4s) cima ewe

DLONEY CREEK EAST

DEMOGRAPHIC SUMMARY

6 = 12 YEARS

iA =o) YEARS

20 - 64 YEARS

TABLE A-2

SLONEY CREEK BAST

AUTOMOTIVE FACTORS

VEHICLES PER HOUSEHOLD

VERO UPS. REBU ELON BY HOUSEHOLD

DRIVER LICENSES PER HOUSEHOLD

DICENSE DISTRIBUTION BY HOUSEHOLD

P UNF ©

oO NO

U1 WN FF

CARS Sa CARS

a

LICENSES

rH Ul NIN BOF

WH oh HW XW HX WX

TARE A= 3

e STONEY CREEK EAST

MOBILITY FACTORS

HOW OFTEN DO YOU WISH TO TRAVEL, BUT THERE IS NO AUTOMOBILE AVAILABLE a et re i vee etn Se ee ee ee eR pe os oy ee ee SOMETIMES 28% NEVER 72%

WHEN “EHERE 2£o NO: AUTOMOBILE, AVAILABLE FOR YOUR TRIP, WHAT DO YOU DO?

USE. HSR/CCL 3 TRAVEL WITH FRIENDS ) WALK i VAN/CAR POOL

TAXI

ADON’T MAKE THE TRIP i

TABLE A=-4

SLONEY CREEK EAST

WORK DATA

DAYS WORKED PERCENTAGE

u 1%

2 4%

s 7%

4 3%

Bi B5% TYPE OF OSHIP Lo PERCENTAGE sip el cal 17% VARIABLE 7% DAY 73% NIGHT 3%

TA BEE Ax 5

SLUNEY “CREEK RAST

TRAVEL PATTERNS

file taet DiC CMa C TINCT JCS Se ee on a ao a a a are er are eo ree ee fs SOUCLAL

LOCATION WORK GROCERIES RECREATION

DLOnSeYy Creek fase 15% 6% 3%

Stoney Creek Middle 14% 45% 15%

stveleco East 3% = =

Red Hill Valley 15% 49% 29%

Stelco West 18% = -

Gage Downtown % = -

Kenilworth % = 6%

Downtown 10% = 20%

Cootes Paradise % - -

Stoney Creek North = =

All Over 5% = 27%

Outside HW 13% = -

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LOCATION SHOPPING

Downtown/Jackson Square 12%

Limeridge Mall 10%

Hamilton Centre 20%

Hamilton Eastgate 36%

S C Fiesta Mall Uo

Hamilton Other 5%

Grimsby-Winona 3%

Burlington/Oakville 1%

TABLE A-6

STONEY CREEK EAST

LIME DISTRIBUTION OF WORK TRIPS

WHAT ARE YOUR WORK HOURS?

TIME : START WORK FINISH WORK 6.20 7A 2% - 7 - BA 23% - 8 - 9A 44% -

-10A 21% -

10 -11A 2% -

ll - N - - N - 1P 1=2 - - 2 - 3P - : 3 - 4P - re 4 - 5P 3% 37% 5 - 6P - 36% 6 - 7P - 5% 7 - 8P - 3%

NOTE: LOW VALUES NOT RECORDED HERE

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