Feasibility Study. Investigating fixed-flex route community transportation options for Pictou County

Transcription

1 Feasibility Study Investigating fixed-flex route community transportation options for Pictou County Prepared for CHAD Transit Prepared by Four Point Business Consulting March 2016

2 EXECUTIVE SUMMARY Nova Scotia communities are beginning to take a greater interest in developing regional community transit systems realizing that they increase the overall wellness of a community while raising the value of businesses and properties located on transit routes. There are now over 15 regions throughout Nova Scotia operating community transit systems that now cover 80% of the province. There remains an opportunity in the Pictou County area for a form of fixed route transit service to once again provide an affordable travel choice for people to access services throughout the area. Despite having CHAD Transit as an option, it appears that a void remains in the area for a safe, reliable and affordable means of transportation. Designing a public transit system for New Glasgow, Trenton, Westville, Stellarton, Pictou and Pictou County is particularly challenging given the dispersed population and large geographical area. However models do exist that have the same challenges as this area and they continue to thrive. The transit system recommended for Pictou County is a hybrid of a fixed route system and a dial-a-ride system, otherwise known as a fixed-flex route system. It allows transit operators to follow a daily scheduled route, while providing the opportunity to pick up passengers between identified stopping points, such as seniors and the disabled, at convenient and safe locations. This option provides a more efficient use of resources by having passengers with different needs access the same vehicle at the same time. This study recommends the development of a business plan that could lead to the implementation of a pilot project for the fixed-flex route pilot project under the CHAD Transit organizational umbrella. The pilot project, through data collection and analysis, will allow the CHAD Transit board of directors to evaluate the fixed-flex route system on an ongoing basis allowing it to grow organically so that it best meets the needs of its client base moving forward. CHAD Transit fixed-flex route feasibility study 2

3 An effective and larger scale public transit system will be economically, socially and environmentally beneficial to the community. It will help improve the overall well-being and health of the citizens of Pictou County. Public transit will increase access to employment opportunities for those who do not have access to a vehicle, stimulate economic development by bringing more people to local merchants, save people money so they can buy necessity items like medication and groceries, decrease traffic creating a less congested downtown New Glasgow area and allow many people that do not have access to reliable transportation to regain their independence. Ultimately, the proposed fixed-flex route community transit system must fundamentally reflect the needs of its citizens in both the townships (New Glasgow, Stellarton, Trenton, Westville, Pictou) and the Municipality of Pictou County. The system proposed has been developed based on information received from community consultation and at this point in time best reflects the needs and wants of local residents in the most sustainable manner. It is envisioned that this is the first step in creating a much more expanded transit system for Pictou County. One that not only provides access to the transportation disadvantaged but also educates and increases overall public awareness on the benefits of using public transportation. CHAD Transit fixed-flex route feasibility study 3

4 TABLE OF CONTENTS 1. INTRODUCTION Purpose Methodology BACKGROUND Central Highland Association for the Disabled (CHAD) Transit PICTOU COUNTY COMMUNITY PROFILE Employment distribution and travel patterns Age distribution Income for individuals and households NEEDS ASSESSMENT Online community survey Information on survey respondents Information on CHAD Transit Fixed-flex route feedback Summary of findings TRANSIT MODEL OPTIONS Door-to-door Fixed route Door-to-door and fixed route TRANSIT SERVICE REVIEW Catch the TROUT Catch the TROUT ridership Antigonish Community Transit Antigonish Community Transit ridership Strait Area Transit Pictou County Regional Transit Authority (PCRTA) CHAD Transit fixed-flex route feasibility study 4

5 7. CHAD TRANSIT FIXED-FLEX ROUTE CONCEPT Services Scheduled main route service Scheduled main route service: route Scheduled main route service: route Service area Operational requirements Organizational Branding Administration Executive director Dispatcher Drivers Vehicle Spare vehicle Vehicle capital plan Fee structure RIDERSHIP LEVEL SCENARIOS COST IMPLICATIONS Start-up capital costs Operating budget Wage calculation Fuel calculation Projected operating and revenue budgets Funding sources Nova Scotia Transit Research Incentive Program (NS-TRIP) Public Transportation Assistance Program (PTAP) Accessible Transportation Assistance Program (ATAP) CHAD Transit fixed-flex route feasibility study 5

6 Federal Gas Tax Fund Public Transit Investment Fund (PTIF) RECOMMENDATIONS CHAD Transit fixed-flex route feasibility study 6

7 1. INTRODUCTION The Central Highlands Association for the Disabled (CHAD) Transit offers door-to-door on demand transportation services throughout Pictou County. CHAD provides an important community service for those who are transportationally disadvantaged, especially seniors and the physically disabled. CHAD Transit currently provides over 33,000 one-way trips annually, covering over 250,000 kilometers of roadway. Clients are transported to hospital appointments, work, the grocery store, educational institutions or wherever they need to go to lead healthier and happier lives. CHAD Transit is investigating the opportunity of expanding its door-to-door services to include a fixed-flex route transportation system. The proposed fixed-flex route system should operate separately and not interfere with existing transportation services. The development of the new fixed-flex route system is based on these guiding principals: To keep passenger service a priority. To not interfere with existing services To be financially sustainable To be user friendly 1.1. Purpose The purpose of this feasibility study is to determine community support, estimate ridership levels and identify the resources required to implement the proposed fixed-flex route transportation system in Pictou County Methodology The development of this study follows a logical sequence of events and tasks that assisted in meeting the overall purpose of the study: CHAD Transit fixed-flex route feasibility study 7

8 Community Consultation Peer Review Conceptual Service Design Financial Plan Recommendation 2. BACKGROUND 2.1. Central Highland Association for the Disabled (CHAD) Transit CHAD Transit provides accessible door-to-door transportation from Monday through Saturday from 6 a.m. to 6 p.m. for the transportationally disadvantaged, which includes persons with disabilities, seniors, and low-income individuals. The service operates on a diala-ride basis where appointments must be made the day before by 1 p.m. or Friday at 1 p.m. for Monday service, not making it a taxi service. CHAD Transit also provides service on a special contract basis to employees of Summer Street Industries and New Hope in New Glasgow. CHAD Transit currently operates a mini-van and a fleet of four buses, with two spare buses that are used when either a bus is taken out of service for regular maintenance or an CHAD Transit fixed-flex route feasibility study 8

9 unscheduled breakdown. The Town of New Glasgow Public Works Department maintains the bus fleet for CHAD Transit There are two administrative employees at CHAD Transit, an executive director and administrative assistant. Five employees are employed as bus operators. 3. PICTOU COUNTY COMMUNITY PROFILE Pictou County, Nova Scotia is bordered by Antigonish County to the East, Colchester County to the west and Guysborough/Halifax to the south. Pictou County is comprised of five incorporated towns, each with their own municipal governance, and a municipal government for rural Pictou County. Collectively, in 2011 there were approximately 24,000 living in the townships and 22,000 living throughout the rural county for a combined population of approximately 46,000. There are nine census subdivisions within Pictou County. Pictou Subdivision A, B, and C which correspond to the west, south/central and east portions of Pictou County while each of the townships has its own census subdivision. The Pictou Landing First Nations community, Fisher s Grant 24 Reserve, also has its own census subdivision. The rural and urban populations are fairly equal in distribution, with slightly more of the population living within the five townships. As with the trend throughout rural Nova Scotia, there has been a declining and ageing population throughout Pictou County. CHAD Transit fixed-flex route feasibility study 9

10 !"#$%& '()$*"++(,$(++-.$%/ 0(12 3+-)4%1 5.(/$%/!"#$%&2,&67829!"#$%&2,&6782:!"#$%&2,&6782; <")=(.>)2 9++2!"#$%&2 ;%&/$A 0%*-2,#%$"- 5%$-+2!%B&+-$"%/ %%%%%%%%%%!"#!$ %%%%%%%%%%!"$&' %%%%%%%%%% #"#'( %%%%%%%%%% &"()* %%%%%%%%%% *")+) %%%%%%%%%% )"!&$ %%%%%%%%%% )",+# %%%%%%%%%% '"')$ %%%%%%%%%%%%%%#)$ %%%%%%%%#(")#! %%%%%&*+"$*$!."*-$(2C1(++"/4) %%%%%%%%%% +"(', %%%%%%%%%% +")(, %%%%%%%%%% *",&' %%%%%%%%%% #"(#' %%%%%%%%%% +"+)& %%%%%%%%%%!"'*# %%%%%%%%%% *"),! %%%%%%%%%% #"($! %%%%%%%%%%%%%% +#$ %%%%%%%%**"+&* %%%%%##*"+((!."*-$(2D%&)(=%+7) %%%%%%%%%% +"#'! %%%%%%%%%% +"()' %%%%%%%%%% +"&&( %%%%%%%%%% #"*$, %%%%%%%%%% +"++# %%%%%%%%%% *"$*& %%%%%%%%%% *"#(! %%%%%%%%%%!"$,& %%%%%%%%%%%%%% +#$ %%%%%%%% +&"#)' %%%%%!&,"*$& EFB+%AF(/$ %%%%%%%%%% +"&!, %%%%%%%%%%%%%('( %%%%%%%%%% *"*,( %%%%%%%%%% $"#$( %%%%%%%%%% +"*(, %%%%%%%%%%%%%(', %%%%%%%%%% +"'$, %%%%%%%%%% +"!+, %%%%%%%%%%%%%%%%', %%%%%%%% +$"*'( %%%%%!(!"!+,!%B&+-$"%/2C(/)"$A2 GB(.2HF? I #!! *)# *)# &)! #!) '-! $-' $-+!,! +) +$ D%&)(=%+72C(/)"$A2 GB(.2HF? I +'$ +,& +,& #!, +')!-(!-*! &( )-' $ EFB+%AF(/$2C(/)"$A2 GB(.2HF? I *#! #, #, $(! *,',-' *-# *-# (* )-+ $!"#$%&'(!)*)+,)+%,(-*.*/*(0122(-&.,#, Regional employment is heavily weighted towards the urban areas with New Glasgow and Stellarton hosting over 50% of total employment throughout Pictou County. There are two major employers in rural Pictou County, Northern Pulp located in Abercrombie and Michelin in Granton. These facilities employ 340 and 600 respectively Employment distribution and travel patterns When planning public transportation, identifying areas with large household and employment densities can assist in determining appropriate routing options. Targeting areas with high household and employment densities can allow the service to maximize ridership levels and minimize operating costs. This chart 1 details the distribution of employment throughout Pictou County. Areas that are darker in color have higher employment levels. The highest employment levels can be found in New Glasgow, followed by Pictou, Stellarton and Trenton. In 2006 Statistic Canada produced a document from information gathered in the 2006 Census titled Statistics Canada - Journey to Work. This information, based on a 20% population sample of Pictou County, provides 1 Pictou County Feasibility Study, McCormin Rankin, pg. 4, 2012 CHAD Transit fixed-flex route feasibility study 10

11 origin and destination information specific to work trips, allowing for the identification of travel patterns between towns and from the rural areas to towns. C5#A#9)K">8$4)&E)542#,49$4M "#$%&'() *'+,-). "#$%&'() *'+,-)/ "#$%&'() *'+,-)0 1#234562) 7589%):; "#$%&' <42%=#>>4 B549%&9 B&%8>) C5#A#92!"#$%&'()&*+,(- (((((((((./0 ((((((((( 120 ((((((((( 2.0 (((((((((( 3 ((((((((( 420 ((((((((((( 15 ((((((((( 215 ((((((((( 6/0 ((((((((((( 45 (((((( 1'5.0!"#$%&'()&*+,(7 ((((((((((( 45 (((((((((.10 ((((((((( 260 (((((((((( 3 (((((((((((/5 ((((((((( 225 (((((((((.20 ((((((((( 860 ((((((((((( 90 (((((( 1'500!"#$%&'()&*+,(: ((((((((((( 15 (((((((((.60 ((((((((( 620 ((((((((((( 15 ((((((((( 260 ((((((((((( 60 (((((((((.10 (((((( 2'6/5 (((((((((..0 ((((((.'2.5 ;"<=>?@<(A?BC$(16 (((((((((( 3 (((((((((( 3 (((((((((( 3 ((((((((((( 05 (((((((((( 3 (((((((((( 3 (((((((((( 3 (((((((((( 3 (((((((((( 3 ((((((((((( 05!"#$%& (((((((((((.0 ((((((((( 220 (((((((((((.5 (((((((((( 3 ((((((((( 960 ((((((((((( 15 ((((((((((( 45 ((((((((( 165 (((((((((((.5 (((((( 2'190 D><$E"FF> (((((((((( 3 ((((((((( 260 ((((((((((( 90 (((((((((( 3 ((((((((((( 45 ((((((((( 115 ((((((((( 2.0 ((((((((( 405 ((((((((((( 40 (((((( 2'.05 )$>FFB?$%C ((((((((((( 15 ((((((((( 2/5 ((((((((((( 80 (((((((((( 3 ((((((((((( 00 (((((((((((/0 ((((((((( 645 ((((((((( 9.5 ((((((((((( 40 (((((( 2'485 G>H(AFB<I%H (((((((((( 3 (((((((((.60 ((((((((( 165 (((((((((( 3 ((((((((( 220 ((((((((((( 00 ((((((((( 065 (((((( 1'220 ((((((((( 125 ((((((.'415 J?>C$%C (((((((((( 3 ((((((((( 215 ((((((((((( 65 (((((((((( 3 (((((((((((.5 ((((((((((( 10 (((((((((((/0 ((((((((( 065 (((((((((..0 (((((( 2'290 J%$BF(K><"CB$"%C< ((((((((( 015 (((((( 2'985 (((((( 2'290 ((((((((((( 95 (((((( 2'/60 ((((((((( 0/5 (((((( 1'565 (((((( 9'2/0 (((((( 2'290 (((( 24'./5 D)&E)B&%8>)F42#98%#&92 GD HHD ID JD HHD ;D H:D ;;D ID HJJD The predominant employment centre of the region is New Glasgow, with over 44% of employment in the region with additional concentrations in Stellarton and Pictou. While the Town of New Glasgow draws workers from all of the areas, the majority comes from within the Town of New Glasgow itself. The Town of Pictou also draws a significant amount of its workforce from within its own area. There is a high concentration of employment in Pictou Subdivision B, which would represent Michelin and Northern Pulp Age distribution Over the past number of years there has been a decline in the population of nearly 6% within Pictou County, from 48,718 in 1996 to 45,643 in The younger population has been in decline primarily due to out migration and families having fewer children. This is reflective of the trend that exists throughout Nova Scotia, particularly rural Nova Scotia. As area residents become older and population demographics within Pictou County continue to shift towards an older population, the issue of affordable and accessible transportation becomes a more pressing and important social issue. The age group (55+) comprises 35% of the total Pictou County population, almost 16,000 residents. CHAD Transit fixed-flex route feasibility study 11

12 !"#$%&'(%&)$* +'%,'!"#$%&' (%&)$* -%./'0#%$"/ +'%,'-%./' 0#%$"/ 1'$%'2'*3/45 ''''''''''''''''''' ''''''''''' 2:7;<9 9+ 9'='8;'*3/45 ''''''''''''''''''' >79<9 8>+ ''''''''' 8987?>9 8?+ 61'$%':2'*3/45 '''''''''''''''''''?7>>9 89+ ''''''''' 8?:71<9 8<+ :9'$%'92'*3/45 ''''''''''''''''' 8:78?1 6;+ ''''''''' 6>676:9 :1+ 99'$%'?2'*3/45 ''''''''''''''''''' >7911 8?+ ''''''''' 8:>7:<9 ''''''''''''''''''' <72<9 8;+ ''''''''' 89:7:>1 8>+ ''''''''''''''''' 297? ''''''''';687>: The median age of the total population in Pictou County is 46 compared to the provincial median age of 43.7 and the Canadian median age of Income for individuals and households The likelihood of a person using a transit system is highly dependent on their personal and household income level. Those with lower incomes (students, retirees, those employed in minimum wage jobs and the unemployed) tend to own fewer automobiles and have fewer transportation options. Many of these individuals turn to alternative forms of transportation such as walking, bicycling, rides from others and taxis. These are the most likely users of fixed-flex route transportation system.!"#$%&'(&)*+"',*-'$&#$.$#/%01'%&#'2*/1"2*0#1'345567'8",*-"'9%:;!"#$%&' ()*+"$,-.$/01-2 ()*+"$,-.$/01-3 ()*+"$,-.$/01-! 4) :8;&+-<= ()*+"$ :#;5B"A C87&+"& (&#$.$#/%01 '''''''' 4<7=6> ''''''''' 4=7<6? '''''''' 457@>< ''''''''''' ==746< ''''' 4=7>6? '''''''' =@7@>= '''''''' =@7@66 ''''''''' 457A>@ '''''''' 4=7AAA '''''''''''''' 4=7=<B '''''''''''' 447B=A C&"'D"-1*&'2*/1"2*0# '''''''' 457@6B ''''''''' 4?7=45 '''''''' =>74>4 ''''' =>76A4 '''''''' 4575?= '''''''' =B7<45 ''''''''' =@74>4 '''''''' 4=7@?= '''''''''''''' =@7?B6 '''''''''''' 447?@A C&"',%+$0E'2*/1"2*0# '''''''' A@7?>? ''''''''' A=766B '''''''' A?7@<> ''''''''''' 4@74<B ''''' A>74=> '''''''' <@7=B@ '''''''' <@7A5B ''''''''' AB746B '''''''' A47=B4 '''''''''''''' A?7BA? '''''''''''' A>75@@ F"-1*&1'G$92'0*G'$&)*+"' %,9"-'9%: 4@5'3AH;?BA'3>H; AA5'36H; IJK?<A'3=4H; <A5'3=4H; 44A'3=5H;?7>65'3BH; BA7A5A'3=5H; Most of the household and individual incomes within both rural Pictou County and the towns of Pictou, Westville, Stellarton, New Glasgow and Trenton are below the provincial low-income level. This combined with a total of 3,760 persons (10% of the total population) have low-income status, an indication of that there could be a high demand for transit services throughout these areas. CHAD Transit fixed-flex route feasibility study 12

13 4. NEEDS ASSESSMENT The need for safe, affordable means of transportation to get from place to place is fundamental to the vibrant, healthy lives of both the individual and community as a whole. The absence of a fulltime transit system within Pictou County can be a major obstacle for access to training, education, employment opportunities, as well as everyday necessities such as groceries and medical appointments. To verify the potential need and demand for a fixedflex route transportation system within Pictou County input from the public was gathered through an online community survey Online community survey As a part of the community consultation stage of this project, a survey was developed to help assess the level of public support for a community transportation system within the Pictou County region. The survey helped provide an understanding of the community s support for a fixed-flex route transportation system along with travel patterns, potential need for the service, willingness to pay and major destinations. The survey was available online and was distributed in paper form throughout Pictou County to town hall offices, the Nova Scotia Department of Community Services, Nova Scotia Mental Health Services and to riders of the CHAD Transit system. The survey was online and available to the community from October 22 to December 5, A total of 500 responses were received with 500 (100%) of respondents completing the required questions of the survey. Due to people self-selecting to participate in the survey that is they are not a random sample of the population the results of the survey are subject to certain limitations and must be interpreted with these considerations in mind. This response rate, while only representing a little over 1.1% of the total population, is considered very good for this type of survey and provides a reasonable sample size for drawing general conclusions. CHAD Transit fixed-flex route feasibility study 13

14 Information on survey respondents Age Groups The age group of 35 to 54 years was over represented in the survey comprising 47% of total respondents; the age group represents approximately 30% of the total population. Additionally, the age group of 19 and under represents 0.8% of total respondents while demographically they represent approximately 17% of the total population. Pictou County % of Pictou County Survey Responses % of Survey Responses Under 19 years 7,585 17% 4 1% 20 to 34 years 6,775 16% % 35 to 54 years 13,160 30% % ,985 37% % 43, % % Employment The survey results are relatively in line with employment levels reported in the 2014 Labour Market Statistics 2 produced by the Department of Labour and Advanced Education. The survey reported that 15.8% of total respondents were unemployed while the 2014 Labour Market Report indicated that an average of 10.9% of residents in the Northern Region were unemployed. 2 CHAD Transit fixed-flex route feasibility study 14

15 Disability Rates The response from the survey indicated 8.8% of respondents have mobility issues. This is significantly lower than information reported in a document titled Persons with Disabilities in Nova Scotia A Statistical Report which reported 20% of Nova Scotians have an identified physical disability. Place of Residence The distribution on place of residence was fairly well rounded with no one area dominating the survey. The Town of New Glasgow and rural Pictou County were 29.8% and 28% respectively. The Town of Westville at 13.8%, the Town of Stellarton with 11.4%, the Town of Pictou at 10.8% and the Town of Trenton at 6.2%. 3 CHAD Transit fixed-flex route feasibility study 15

16 Information on CHAD Transit A section of the survey was dedicated to understanding how CHAD Transit is viewed within the community and where possible improvements can be made to the system to further benefit residents of Pictou County. Awareness When asked if they were aware of CHAD Transit and the services that it provides, 78.4% of respondents indicated that they were aware of CHAD Transit. This is exceptionally high given that many community transportation systems in Nova Scotia struggle with public awareness and knowledge of the services they provide. Usability When asked if they currently use the CHAD Transit service 91.2% of respondents indicated that they did not. CHAD Transit fixed-flex route feasibility study 16

17 If respondents indicated that they did not use CHAD Transit they were asked an additional question on why they did not use CHAD Transit. The overwhelmingly top response, with 61%, was have my own vehicle which is consistent with the car first mentality present in todays society. The second highest response however was it is only for seniors and disabled persons suggesting that more public awareness on who can use the service could be needed. For respondents that indicated that they did use CHAD Transit, they were asked for what purposes they used the service. The majority of responses indicated medical appointments at 46.3% followed by work, accessing services and social outings respectively. CHAD Transit fixed-flex route feasibility study 17

18 When asked how often they used the service, 37% of riders are using the service more then two times per week demonstrating that there is a fairly high demand among current users. When asked what they liked most about the CHAD Transit service, there was a fairly equal distribution with convenience at 29.2%, wheelchair accessibility at 26.8% and drivers at 21.95%. When asked what they liked least about CHAD Transit, the overwhelming response was for none of the options at 78.0% followed by schedule and drivers at 7.3% and 2.4% respectively. Other options available included convenience, pricing, reliability and vehicles indicating that ridership finds these aspects of the service acceptable. CHAD Transit fixed-flex route feasibility study 18

19 Fixed-flex route feedback When asked if they would use the proposed fixed-flex route in Pictou County the majority of respondents at 62.2% indicated that yes they would use the service, 31.1% indicated that they might use the service, while only 6.6% said they would not use it. This is a very positive response with 93% of respondents indicating that they either would, or might use the fixed-flex route system. Respondents indicating that they would use the service were asked the following ten questions to gather information specific to using the system. CHAD Transit fixed-flex route feasibility study 19

20 When asked how often they would use the service most respondents indicated that they would use the service between one and five times per week (46%), while less then one time per week and one to five times per month equally represented at 26% and 27.6% respectively. Respondents were asked when they would use the service. The highest response rate was on weekdays at 67.8% while weekends was at 32.3%. When asked what time of the day they were most likely to use the service, of those that chose a specific time the majority of responses were 7 a.m. to 10 a.m. and 10 a.m. to 1 p.m. with 15.6% and 14.7% respectively. Most respondents indicated no specific time. CHAD Transit fixed-flex route feasibility study 20

21 To get a sense of people s willingness to pay, they were asked what a reasonable price would be to pay for transportation within their own town. The overwhelming majority of people indicated that less than $5 was acceptable, while 20.8% indicated that more than $5 but less then $10 was acceptable. When asked what would be a reasonable price to pay for transportation to another town; most respondents, with 63.2%, indicated that more than $5 but less than $10 was acceptable while less than $5 received 32.5% of votes. CHAD Transit fixed-flex route feasibility study 21

22 When asked how far they would travel to a bus stop, over half, at 51.3%, of the respondents indicated that between a quarter and half a kilometer was an acceptable distance to travel while 36% indicated that less then a quarter kilometer is acceptable. To determine local travel patterns, respondents were asked what destination they would likely use a fixed-flex route to travel to. Respondents had the ability to choose multiple locations. Of the pre-determined locations, the most popular was the Highland Square Mall with 73% followed by Downtown New Glasgow at 51.7%, Atlantic Superstore at 35% and the Aberdeen Mall at 33%. Respondents were given the option to provide their own destination. There were two popular responses that were outside of the pre-determined list: the Nova Scotia Community College and the Pictou County Wellness Centre. CHAD Transit fixed-flex route feasibility study 22

23 Respondents were asked if they believed that a fixed route transportation system was needed in Pictou County. An overwhelming majority, at 93.9% indicated yes. CHAD Transit fixed-flex route feasibility study 23

24 Respondents were also asked if they supported the idea of bringing a fixed route transportation system to Pictou County. Almost 100% of respondents indicated yes with 99.5% of respondents. Respondents indicating that they would not use the fixed route were asked why they would not use the service. As expected the vast majority of respondents indicated that they already have a vehicle. Respondents who indicated that they would not use the fixed route system, were also asked two of the same questions (seen above) as respondents that indicated that they would use the system. When asked if they believed a fixed route system was needed within Pictou County, 84.3% indicated yes. A difference of only 9% from those responding they would use the system. CHAD Transit fixed-flex route feasibility study 24

25 When asked if they support the idea of bringing a fixed route transit system to Pictou County, 90.6% of respondents indicated yes which is only a difference of 9% from those responding that they would use the system. Only 9.3% of respondents indicated that they did not support the idea of bringing the fixed route system to Pictou County. Survey respondents were given the opportunity to offer their opinion on the proposed service or the CHAD Transit service, as it exists today. Here are excerpts of some of their responses: I think a lot of people would use it. I definitely think we need a fixed route system. There are many people who need transportation for a variety of reasons. I think it is worth a try as long as it does not interfere with the current service for the disabled or those who already rely on the service. The current service is a blessing. It would be nice to have a bus service again. I'm on fixed income and cannot afford to travel by taxi. I used the bus service all the time when it was available years ago. CHAD Transit fixed-flex route feasibility study 25

26 Many of my clients cannot afford their own vehicle and would benefit from a fixed route system to get groceries and to appointments. Like more routes, available in the evening. I have been waiting for this since the busing system stopped 20+ years ago. I think we really need a bus in our County; there are too many people that have to rely on friends, family. Taxis are very expensive for people on fixed incomes. Fixed route transit would be excellent for this community. It is needed. I believe the new service should be provided along with the current service. It would not be useful to discontinue the current situation in favor of a fixed route but rather add it on as another option. Anything to help make us a more attractive centre to attract business is well worth consideration. We need a fixed bus service, should never done away with the old system we had. This is a very valuable service to have in Pictou County, when the bus route was removed it was greatly missed and would be nice to see the service back for all people. This is a service we have been needing for years, I would be so glad to see this service become reality. You can work in conjunction with the management team at the NSCC, Pictou Campus, to determine best schedule to suit students to arrive/leave Campus. Very much needed to keep the students attending school. I think it would be a really good idea to bring a fixed route transit system to Pictou County. It's horrible not having a car because taxis are so expensive. I believe that a fixed route is so necessary in this community. We have so many people that are on fixed incomes or on Income Assistance and they do not have any transportation. Dept. of Community Services funds some transportation for their clients and the amount that is being paid out by this department is staggering. I work at NSCC and could have used a bus service while my car was being fixed. Also, I see the problems created by NOT having a system for our students. Excellent service. Please make fixed route stops happen! I think an affordable fixed route system is sorely needed in our county particularly for youth and low-income residents. I also appreciate being able to book your services when I need to. I think this is an idea whose time has come. Again. CHAD is a vital community service. Transportation is one of the biggest barriers faced by citizens with low incomes and disabilities of any kind. Regular transportation would open up so many opportunities for people who struggle, and a rising tide lifts all boats. CHAD Transit fixed-flex route feasibility study 26

27 I am in the health care business and strongly believe that a committed transportation system is vital to this community. There are too many people isolated by not having a reliable means of transportation to and from the towns. I think a fixed route transit system is a fantastic idea and I really hope to see one in the future! It s very hard to get around town when you do not have a vehicle. I'm very excited about the prospect of this project happening here, as transportation is very important, and if I 've the option of taking the bus for a day trip to Pictou, I would definitely choose transit over my own vehicle. Transport for students to NSCC would be critical Pictou County could really use a bus transit system connecting the towns. Many people have no vehicle so cannot get a job as most are not within walking distance and taxis are way too expensive. Used to be buses when I was young and I used to use it all the time to visit my friends in other towns, go to hockey games in other towns etc. Teens, the elderly and those who don't have a car can use a fixed route system. I think that a service provided to the general public would be valuable. I would travel to and from my job if transit were available and affordable. I think transit is the way to go for our environment, it has so many benefits, less vehicles on our roads, effects the amount of parking needed in downtown areas, reduces emissions, and it could make employment possible to those that can't get to jobs because owning or leasing a car is not affordable. Many people cannot afford their own vehicle and I cannot imagine how these people get from place to place in Pictou County. There should be a fixed route available to support them. It would be great to have a fixed route system, especially one that goes to and from NSCC. I now have my own vehicle but before I did I would have loved to have had a fixed route transit. I know a lot of people that would use it for shopping/medical appointments or even just going to New Glasgow to visit people as taxis are getting way to expensive Summary of findings A number of insights and findings were gathered from the community consultation about the need for public transit and potential service delivery: The majority of respondents, 93% of respondents indicated that they either would, or might use the fixed route system. CHAD Transit fixed-flex route feasibility study 27

28 Most respondents indicated that they would use the service between one and five times per week. The overwhelming majority of people indicated that less then $5 was acceptable for riding the bus within the town. Of the respondents 51.3% indicated that between a quarter and half a kilometer was an acceptable distance to travel to a bus stop. The most popular destinations are Highland Square Mall, downtown New Glasgow, Atlantic Superstore and the Aberdeen Mall. An average of 88% of respondents felt the system was needed in Pictou County An average of 95% of respondents support the idea of a fixed-flex route system in Pictou County 5. TRANSIT MODEL OPTIONS In 2012, the Provincial Community Transit Strategy Task Force defined community transit within Nova Scotia as public, non-profit, and/or private services developed in, by and for a community for the safe and efficient transport of people in and between communities. Many community transit systems have been created in Nova Scotia through the development of grassroots community groups and a variety of federal, provincial and municipal support systems. Presently, there are three examples of community transit service models in use within rural Nova Scotia: 1. Door-to-door on demand 2. Fixed route 3. Fixed-flex route 5.1. Door-to-door Door to door (pre-booked) or dial a ride, is a responsive service whereby residents call into a dispatch centre or driver cell phone to request transit service. A van or small bus is then sent to pick up the passenger. Services can be based solely in response to requests, or can be structured to operate on a frequency basis (e.g. every hour/day). In this case, the requesting CHAD Transit fixed-flex route feasibility study 28

29 passenger is provided with the next available time the vehicle can arrive to pick them up and an approximate arrival time at their destination to assist in appointment scheduling. Door to door (dial-a-ride) transportation is currently offered by 16 service providers within rural Nova Scotia: 1. HOPE Dial-a-Ride, Yarmouth County 2. Transport de Claire, Municipality of Claire 3. Trans County Transportation Society, Annapolis and Kings counties 4. Kings Point to Point Transit, Kings County 5. Community Wheels, District of Chester 6. East Hants Alternative Transportation Society 7. West Hants Dial-a-Ride 8. Colchester Transportation Co-operative Society 9. CHAD Transit, Pictou County 10. Sou West Nova Transit Association 11. Cumberland County Transportation Service 12. Strait Area Transit 13. MusGo Rider, Eastern Shore 14. Cooperative de Transport de Cheticamp 15. Antigonish Community Transit 16. Bayrides (St. Margaret s Bay Community Transportation) The door-to-door transit model is the most widely used model within Nova Scotia. The Community Transportation Assistance Program (CTAP) program is administered by the Department of Municipal Affairs to provide cost effective and sustainable communitybased inclusive transportation services in low population density communities in Nova Scotia. 4 4 Community Transportation Assistance Program (CTAP), program Guidelines and Application, p.2 CHAD Transit fixed-flex route feasibility study 29

30 5.2. Fixed route A fixed route transit system is a more conventional method of transporting people and can be found in most major cities around the world, whereby buses operate along fixed routes on a defined schedule. Service on a fixed route system is generally provided along main roadways and serves main area destinations. Buses range in size from 30-foot light duty vehicles to heavy-duty 40 to 60 foot articulated buses; the most common being a 40-foot bus. Fixed routes tend to be more direct in order to attract passengers during peak travel times in the morning and afternoon, when travel times are most important. Nova Scotia has three municipally funded fixed route transit systems: 1. Halifax Transit, serving the urban core and immediate vicinity of the Halifax area 2. Transit Cape Breton, serving the urban core of Cape Breton Regional Municipality 3. Kings Transit, serving the 12 municipalities in the Annapolis Valley 4. Strait Area Transit, Port Hawkesbury & parts of Cape Breton Fixed route transit systems are most popular in urban environments and offer a greater chance of success within high-density populations due to their high operating and capital budgets. Other than for capital purchases, fixed route transit systems are not eligible for any provincial transit funding Door-to-door and fixed route A door-to-door and fixed route transit system (hereafter called a fixed-flex route) is a hybrid of the two already proven models in Nova Scotia. A fixed-flex route service combines some of the advantages of a fixed route (predictable service, low cost per passenger) with those of dial-a-ride, which enables the bus to cover a large, sparsely populated area, and to service people who cannot or do not wish to walk to a bus stop. A fixed-flex route vehicle would follow a normal scheduled route but have the ability to deviate off route (within one kilometer) and return to the route within five minutes or so to continue the trip. CHAD Transit fixed-flex route feasibility study 30

31 There are currently one fixed-flex route system operating in Nova Scotia: Antigonish Community Transit The flex route system has also been implemented and is operated successfully in Hastings County in Southeastern Ontario. Their transit system has the peculiar name of Catch the Trout. The Catch the Trout model doesn t service the entire region daily, but instead their transit system services a different region of the county each day of the week. This model provides a more efficient delivery of services given the large geographic area (3,380km 2 ), which is larger then the 2,845km 2 of Pictou County. 6. TRANSIT SERVICE REVIEW To assist CHAD Transit in evaluating the opportunities and challenges of operating a fixedflex route transit system, three transit services have been reviewed to determine what the expectations would be for a fixed-flex route system within Pictou County. These reviews should be carefully interpreted as demographics and cultures can vary significantly from municipality to municipality and province to province Catch the TROUT Centred in Bancroft, Ontario, The Rural Overland Utility Transit (known as TROUT), offers a four-component fully accessible public transit service in seven municipalities comprising the north half of Hastings County, and one Haliburton County municipality in a sparsely populated rural region of Southeastern Ontario. Among the challenges TROUT faces, similarly to Pictou County, are its large service area and small population base. The permanent population in the region is only 15,000, and the area served is 3,380 km 2 ; about two-thirds the size of Prince Edward Island and almost 20% larger then Pictou County. That s an average population density of only 4.4 people per km 2, requiring creative service strategies to accommodate the ridership base; compare that to Pictou County s average of 16 people per km 2. CHAD Transit fixed-flex route feasibility study 31

32 TROUT employs a four-part public transit service mix to meet its demographic and geographic challenges. They refer to it as TROUT Blended Flex Public Transit Service. Scheduled Regional Route Service Door-To-Door Service Special Destination Service Individualized Service Scheduled Regional Route Service TROUT offers regularly scheduled, fixed bus stop route service throughout the region. Service extends out to different parts of the region on specific days of the week, stopping at bus stops along the way, to bring riders into Bancroft for goods, services, and other pursuits. Regional pickups are made in the mornings, returning riders to their areas in the afternoon. Daily route service in Bancroft connects riders from throughout the region to most businesses and all medical centres in the town. Door-To-Door Service Blended into TROUT regularly scheduled route service, is door-to-door service provided to qualified riders older adults 55+ and adults with physical disabilities who are clients of Community Care North Hastings 5. TROUT transit drivers incorporate door-to-door service 5 Community Care North Hastings is a volunteer based, non profit, charitable organization that strives to enable individuals 55 years of age and older and adults with physical disabilities (18 years of age and older) to gain more control over their lives, therefore promoting independence within their own environment, and deterring premature or unnecessary institutionalization. CHAD Transit fixed-flex route feasibility study 32

33 pickups into their regular route schedules, picking up riders from their homes as close as possible to regular route times and locations. Special Destination Service Incorporated into TROUT s unique public transit mix is special destination public transit service. This is offered to facilitate access to local special events, attractions, and other destinations off regular route and time schedules. This service feature connects riders to social and cultural activities and other destinations of interest that cannot be covered by regular route service. Individualized Service TROUT provides individualized public transit service to riders who require wheelchair accessible transportation outside regularly scheduled route service. Riders use the service for important medical appointments, or transportation home from the hospital. In one instance, ongoing service was provided to transport a rider to vital dialysis treatments. The Catch the Trout regional route service operates on a series of four routes that are spread throughout 13 municipalities. TROUT transit service is based in Bancroft and services the red route every second Tuesday, the yellow route every Wednesday and the pink route every Friday. Monday, Thursday and every second Tuesday are reserved for out of town trips. A route through the Town of Bancroft is offered daily on the following schedule: Monday 10 am to 2 pm Tuesday 10 am to 2 pm Wednesday 10 am to 2 pm Thursday 9 am to 3 pm CHAD Transit fixed-flex route feasibility study 33

34 Friday 10 am to 2 pm Saturday 10 am to 2 pm Sunday 9 am to 12:30 pm Catch the TROUT has four vehicles within its system, one 18-passenger bus, two 16- passenger busses and a 15-passenger van. All vehicles are fully accessible and the five drivers employed all have accessibility training. The bus fares for Catch the Trout range from $1.50 for a town trip to a maximum of $10 for a rural route that takes passengers approximately 40km from Brancroft. Included in any rural fare are unlimited stops on the town route. There are discounts (ranging from $1.50 to $2) for seniors, students and preschoolers (five and under) ride free of charge. A convenience pass (punch card) that allows passengers to receive a discount when they purchase a package of 10 is also offered. Catch the TROUT s funding model.!"#$%$&'( ))*+,,, -./ 0123$#%$'( ),4+,,, -5/ 01$3'67 4,+,,, )8/ 9$:71;<$& )*+,,, =/ >:3716$;$#? )4+,,, 4/ *@=+,,, ),,/ Municipalities: There are eight municipalities across the Catch the Trout transit system, ranging in population from 892 to 4,168. To meet the budget targets of the transit system a funding formula based on $11.72 per private dwelling is used for each municipality. Any municipality that chooses not to participate in funding the transit system does not receive fixed route service. CHAD Transit fixed-flex route feasibility study 34

35 Community Care North Hastings: Community Care North Hastings is a volunteer based, nonprofit, charitable organization that operates two social enterprises: a second hand furniture store and a second hand clothing store. Profits from these social enterprises are invested back into the Catch the TROUT transit system and one of the reasons that passengers fares are kept so minimal Catch the TROUT ridership 6 The Catch the TROUT model from North Hastings hasn t experienced large amounts of growth over its first three years of operations, but does maintain fairly consistent riders per month throughout the year. The system does experience dramatic fluctuations in ridership during September and October annually; throughout the first three years of operation the system has averaged 518 (18,669 riders / 36 months) riders per month. *!!" Catch the TROUT Ridership )!!" (!!" '!!" &!!" %!!" $!!" #!!"!" In its first three years of operation the Catch the TROUT model has been able to achieve the following rides per capita. May June July August September October November December January February March April May June July August September October November December January February March April May June July August September October November December January February March April Population Rides Rides per capita Year 1 7,040 5, Year 2 7,040 6, Year 3 7,040 7, Ridership 6 CHAD Transit fixed-flex route feasibility study 35

36 6.2. Antigonish Community Transit The Antigonish Community Transit (ACT) system began in 2014 and is primarily based on the Catch the TROUT model detailed in section 6.1. The ACT system consists of two routes, a rural fixed-flex route that services a different part of the County of Antigonish each day of the week and a Town of Antigonish fixed-flex route that operates Monday to Saturday transporting people around the Town of Antigonish. ACT rural route service The ACT rural route service operates through the workweek and services a different part of the County of Antigonish each day. This provides an opportunity for residents throughout Antigonish County to get into the Town of Antigonish at least once per week. Servicing each part of the Municipality of the County of Antigonish each day would require a significant amount of resources, both operationally and financially and therefore not feasible under any model. Each rural route begins at a set point and time with scheduled stops at designated points along the route. However, for convenience purposes passengers are able to flag down the bus between stops, for instance at the end of their driveway. Each rural route ends at St. Martha s Regional Hospital at approximately 10 a.m. The transit system consists of five routes that spread throughout the County of Antigonish with the Town of Antigonish as the centre point: Arisaig (North Grant, Maryvale, Malignant Cove) Cape George (Lanark, Harbour Centre, Lakevale) Auld s Cove (Monastery, Tracadie, Afton, Paq tnkek, Heatherton) CHAD Transit fixed-flex route feasibility study 36

37 James River (Brierly Brook, Beaver Meadow, St. Joseph, Lochaber) Pomquet (St, Andrew s, Lower South River) The ACT system services over 1,000 kilometers of rural roads every week throughout the County of Antigonish. The routes are designed to cover the areas with the highest levels of population throughout Antigonish County. ;C=5&=>!"#$%&'('%)%*+"++%&'(' M793&45 #"++%,'('%)%$"*$%,'(' N&,1%O17C>1!"#$%&'('%)%*+"++%&'(' 6H153&4 #"++%,'('%)%$"*$%,'(' ;HP3Q5%N7B1%D%R&BC1%S7HF?1C!"++%&'('%)%*+"++%&'(' &4 6?HC53&4 *"++%,'('%)%/".+%,'(' #"++%,'('%)%$".+%,'(' I7(JH1<%D%K<';93C185!"#$%&'('%)%*+"++%&'(' LC=3&4 *"++%,'('%)%/"*$%,'(' #"++%,'('%)%$"*$%,'(' 6789%7:%;9<=>79=5? 01123&45!"++%&'('%)%$"++%,'(' The need for a safe, affordable means of transportation to get from place to place is fundamental to the health of individuals and the community as a whole. Having affordable transportation will allows residents of Antigonish to get to medical appointments, job interviews, community events and allow them to do things that people with reliable transportation take for granted. Antigonish uses a zoned approach to its fee structure in an attempt to balance affordability for customers and the sustainability of the transit system. ACT rural route changes In February 2015 during the pilot project phase, an analysis of passenger traffic on the five different rural routes indicated that three of the routes did not warrant the continuance of service and were subsequently discontinued. Two rural routes (St. Andrew s and Monastery/Havre Boucher) remain in service due to their high passenger traffic. To service the areas that had the fixed-flex route service discontinued, ACT added door-todoor service to its offered services. People requiring service in these areas can request service 24-hours in advance. ACT scheduled town route service CHAD Transit fixed-flex route feasibility study 37

38 To service the Town of Antigonish a 13 kilometer looped system was designed to service each of the major shopping areas within the Town of Antigonish; the downtown core, Post Road and the Antigonish Mall. Stops along this route include: o Tim Horton s (Main Street, east side) o Haliburton s PharmaChoice o The People s Place (Antigonish Town & County Library) o Corner of Hawthorne and Main o Atlantic Superstore o Wal-Mart o Central Home Improvement o Tim Horton s (James Street) o StFX University (Oland Centre) o Antigonish Mall area (Sobey s & Canadian Tire) o Strait Area Mediplex o CIBC Along the route passengers have the opportunity to access additional services provided within the Town of Antigonish including: o Financial institutions (CIBC, Royal Bank, Scotiabank, Bergengren Credit Union) o Canada Post o Medical offices o Schools With stops the Town of Antigonish route takes approximately one-hour to complete. This allows the bus to be at certain points along the route at a certain time each hour. For example St. Martha s Regional Hospital 10 a.m., 11 a.m. etc. and Tim Horton s on James Street at 10:30 a.m., 11:30 a.m. etc. CHAD Transit fixed-flex route feasibility study 38

39 Antigonish Community Transit ridership The ACT system has experienced ridership challenges since its implementation. Changes in routes and changes in service delivery however have lead to substantial increases in ridership since its first month of operation in September of (!!" '!!" &!!" Antigonish Community Transit town route ridership %!!" $!!" Ridership #!!"!" )*+," -.," /01" 2*." 345" 6*7" 849" :+9" 84;" 3<5" 3<=" :<>" )*+" -.," /01" 2*." 345" 6*7" The town fixed-flex route service has grown fairly consistently since the inception of the service. In its first month of operation the town route had ridership of 161 persons, 15 months later the service experienced a service high ridership of 542 persons in January %#!" Antigonish Community Transit rural route ridership %!!" $#!" $!!" Ridership #!"!" &'(" )*+",-'"./0" 1-2" 3/4" 564" 3/7".80".89" 58:" ;-6" &'(" )*+",-'"./0" 1-2" The ACT system s primary challenges were in relation to its rural fixed-flex routes. Since its inception some original routes have been cancelled due to low ridership numbers, the fixedflex route in these areas has been replaced with a dial-a-ride service. Since implementing diala-ride in October 2015 rural ridership has grown substantially from 24 in its first month of operation to 216 in February of CHAD Transit fixed-flex route feasibility study 39

40 6.3. Strait Area Transit Centered in Port Hawkesbury, Nova Scotia, the Strait Area Transit (SAT) project began as a pilot project in October of 2008, and was fully operational until March of The pilot project provided daily service throughout the week from Port Hawkesbury to various destinations around Richmond County (an area of 1,400km 2 ) and Mulgrave. The initial Strait Area Transit service included: Regular weekday scheduled main route servicing: o Chapel Island to Port Hawkesbury o Arichat to Port Hawkesbury o Mulgrave to Port Hawkesbury Door-to-door service that picked up individuals from 10 a.m. to 2 p.m. Charter and contract service. After a successful one year pilot project the SAT system became a fulltime public transit system in 2009, and was operating in a sustainable manner. In 2010, SAT received a grant of $130,000 for the purchase of a wheelchair accessible bus that would allow the service to expand into Inverness County. In 2011, Strait Area Transit service included: Regular weekday scheduled main route servicing o St. Peter s to Port Hawkesbury (four return trips per day) o Isle Madame to Port Hawkesbury (four return trips per day) o Inverness to Port Hawkesbury (four return trips per day) Dial A Ride o One vehicle in both Richmond and Inverness County Courier Services Partnership/Contract Services Charter Services CHAD Transit fixed-flex route feasibility study 40

41 In 2011, SAT began operating at a significant deficit and began minimizing and eliminating some of its fixed routes. In March 2013, all SAT activities were ceased due to a projected deficit of $120,000. Some of the contributing factors to the challenges faced by SAT were that the organization tried to grow too fast by offering too many routes throughout too much of the county. In May 2013, the service was reestablished on a limited basis providing the door-to-door service only. Since that time the service has expanded into offering fixed route services within the town of Port Hawkesbury on a 30- minute service loop. SAT also offers fixed route service between towns on weekdays including: Port Hawkesbury to Whycocomagh Port Hawkesbury to Inverness Baddeck to Waycobah Fares for both fixed route and dial-a-ride service are $5 one-way. For students SAT offers set rates of $450 for a semester or $850 for a full year Pictou County Regional Transit Authority (PCRTA) The Pictou County Regional Transit Authority was in operation until Based on the document Public Transit Feasibility Study for Pictou County written by McCormick Rankin in 2012 the following information about the PCTRA can be derived: The main users of the system were college students and seniors Major destinations were the NSCC, Highland Square Mall, Aberdeen hospital and medical offices Transit routes connected major destinations, residential neighborhoods, and many senior citizens and public housing communities CHAD Transit fixed-flex route feasibility study 41

42 Service was provided at a one-hour frequency throughout the day Service was at some point provided to Thorburn and Granton (Michelin) but ridership levels were too low to sustain Around the time of its closing there were large capital costs looming and a potential strike by transit workers Ridership levels at the time of closing were extremely high for the population level Year Ridership , /93 353, /94 356, /95 322,729 CHAD Transit fixed-flex route feasibility study 42

43 7. CHAD TRANSIT FIXED-FLEX ROUTE CONCEPT The best practices of other community transportations systems, input from the community and direction from the board of directors have provided a basis for developing this proposed strategy for the new fixed-flex route for CHAD Transit. Overall philosophy Build on the current service (do not jeopardize the current service level) Pictou County will be stronger with a regional transportation system Strong support from the community Build on existing resources Utilize existing CHAD Transit administration to avoid duplication Connect with current CHAD Transit client base to build clientele for the new service Target markets Transportationally challenged Disabled Seniors Transit Fares Must be affordable, under $5 per trip Span of Service Connect the five townships within Pictou County Priority given to areas with high interest destinations Focus of service is on weekdays from 7 am to 6 pm, lower demand on weekends and evenings CHAD Transit fixed-flex route feasibility study 43

44 With the proposed expansion of already existing door-to-door services, CHAD Transit will be positioned to become a more regional transportation network that continues to address more of the unmet needs of those having a transportation disadvantage. The new system will focus on increasing the well being and quality of life of many Pictou County residents by providing a reasonably affordable way to meet their needs on a regular and consistent basis. The transit system is designed specifically to target individuals that need to travel between and around the main townships (New Glasgow, Stellarton, Trenton, Westville and Pictou), within Pictou County for appointments, shopping, education, recreation and other personal activities. It is not specifically designed or targeted toward workplace commuters. Statistics demonstrate that a large percentage of residents who live within Pictou County have their own personal transportation to/from their workplace, though this does not mean that workplace commuters will not utilize the system Services The proposed transit service will be a hybrid of a fixed route system, known as a fixed-flex route system. A fixed route system is a set route with identified bus stops and a defined schedule. In a rural setting, a pure fixed route system does not make the most efficient use of transit resources. Having the flexibility (flex) to stop between defined stopping locations to pick up additional passengers, in safe locations, can be critical to the sustainability and usefulness of the system. This becomes more effective when there could be opportunities to pick up passengers, but no practical stopping locations (the route between Trenton and Pictou for instance) Scheduled main route service The extensive geographical size of Pictou County, the dispersed population and wide range of possible destinations make it challenging to service all the possible needs of the Pictou County community. To best serve the needs of the community, the fixed-flex route system will concentrate on providing transportation service to the areas that represent the highest CHAD Transit fixed-flex route feasibility study 44

45 household density, employment density, and the highest rated destinations by survey respondents. Five of the top seven destinations as identified by survey respondents are in the New Glasgow area; two are in Stellarton. Ensuring that residents have regular service to each of these destinations was important when considering the development of the route systems. Top destinations in Pictou County as ranked by survey respondents Destination Ranking Highland Square Mall 1 Downtown New Glasgow 2 Aberdeen Hospital 3 Atlantic Superstore 4 Aberdeen Mall 5 Pictou County Wellness Centre 6 Nova Scotia Community College 7 For the transit service to be inclusive, regular service must be provided between all five townships. The Town of Pictou is the most challenging to accommodate with fixed-flex route transit service due to its separation from the other four towns. To adequately service each of the towns the scheduled main route service will have two defined routes: Route 1: servicing the downtown areas of New Glasgow, Stellarton, Westville, Trenton and Pictou Route 2: servicing the downtown areas of New Glasgow, Stellarton, Westville and Trenton CHAD Transit fixed-flex route feasibility study 45

46 Scheduled main route service: route 1 The scheduled main route service: route 1 will connect New Glasgow, Stellarton, Westville, Trenton and Pictou twice daily. Route 1 has been developed as an option for residents from the Town of Pictou to travel to New Glasgow, Stellarton, Westville or Trenton and vise versa. Due to its separation from the other townships and not having any top destinations as defined by the survey results it is not recommended that Pictou be serviced on an hourly basis. This will allow for a more focused and concentrated transportation effort on providing service to the more popular destinations within the other townships. Route 1 will originate at the Aberdeen Hospital at 6:30 a.m. While it is highly unlikely that there would be passengers ready to board the vehicle at that time, the Aberdeen Hospital is recommended to be the starting and ending point for all routes. CHAD Transit fixed-flex route feasibility study 46

47 The vehicle will leave from the Aberdeen Hospital then travel (in sequence) to Trenton, Pictou, New Glasgow, Westville, Stellarton and returning to the Aberdeen Hospital. After returning to the Aberdeen Hospital, the vehicle will then begin servicing route 2 until 5 p.m. when it once again services Trenton, Pictou, New Glasgow, Westville and Stellarton. Destination Approximate time (Morning) Approximate time (Afternoon) Aberdeen Hospital 6:30 5:00 Aberdeen Mall x 5:05 New Glasgow Library 6:40 5:10 Trenton Town Hall 6:45 5:15 DeCoste Centre 7:00 5:30 NSCC Fisheries School 7:05 5:40 Sobeys (Westside) 7:25 5:55 Highland Square Mall (Wal-Mart) 7:30 6:00 Pictou County Wellness Centre 7:35 6:05 Westville Post Office 7:40 6:10 NSCC Stellarton 7:50 6:20 Stellarton Post Office 7:55 6:25 Aberdeen Hospital 8:00 6:30 As the NSCC was ranked highly as one of the top destinations among survey respondents, it was important to design the route in a way that would allow students the opportunity to get to class on time, starting at 8 a.m., and return after classes that end at 3:45 p.m. CHAD Transit fixed-flex route feasibility study 47

48 When travelling from Trenton to/from the Town of Pictou the vehicle travels the Granton- Abercrombie Road rather then the Trans-Canada Highway in an effort to maximize the potential for picking up passengers between the townships Scheduled main route service: route 2 Route 2 will provide service to New Glasgow, Stellarton, Westville and Trenton area on an hourly basis from 8 a.m. to 5 p.m. providing constant service to each of the top seven destinations 11 times a day. Beginning at the Aberdeen Hospital it is recommended that service be provided in a counter-clock wise manner, once again, beginning and ending at the Aberdeen Hospital. CHAD Transit fixed-flex route feasibility study 48

49 Although these are the defined stopping points, the convenience of the fixed-flex route system is that the vehicle operator has the ability to pick-up and drop off passengers between defined stops at safe locations. While some other popular destinations may not be directly on the main route, passengers can still be picked up and dropped off at these locations. Similarly passengers can be picked up at facilities that cater to the elderly such as High-Crest Place or Glen Haven Manor. It is anticipated that Westville and Trenton, which have no popular destinations among survey respondents will act as feeders to the fixed-flex route system in that passengers will most likely be travelling from these towns to other towns. Destination Aberdeen Hospital :00 Aberdeen Mall :05 New Glasgow Library :10 Trenton Town Hall :15 Sobeys (Westside) :25 Highland Square Mall (Wal-Mart) :30 Pictou County Wellness Centre :35 Westville Post Office :40 NSCC Stellarton :50 Stellarton Post Office :55 Aberdeen Hospital :00 Approximate time every hour The one-hour loop will allow CHAD Transit to operate a simple and consistent transportation schedule where the vehicle should be at the defined stopping points every hour at the same time. Routes and schedules that are simple and straightforward to CHAD Transit fixed-flex route feasibility study 49

50 understand are preferred. The option of alternating service between various routes can be confusing and time-consuming for potential riders looking to get from one point to another at certain times of the day Service area The routes chosen for the fixed-flex route service were chosen to maximize ridership potential from each of the main five townships within Pictou County. This route map illustrates a two-kilometer radius (one kilometer or each side) to demonstrate the effectiveness of the route planning to maximize ridership potential. The effective planning of the route results in every household within each of the townships (New Glasgow, Stellarton, Trenton, Pictou and Westville) being within 1 kilometer of the route making it accessible to anyone able and willing to travel the 1-kilometer to the route. A small portion of the Municipality of the County of Pictou is covered by the routing, primarily the Abercrombie area, which represents approximately 10% of the population within the census subdivision Pictou, Subdivision B. CHAD Transit fixed-flex route feasibility study 50

51 The total population of the proposed service area for the fixed-flex route within Pictou County is approximately 24,500. Population Coverage area Total population served Town of Pictou 3, % 3,437 Town of Westville 3, % 3,798 Town of New Glasgow 9, % 9,562 Town of Stellarton 4, % 4,485 Town of Trenton 2, % 2,616 Subd. B 6,014 10% 601 Total 29,912 24, Operational requirements Organizational The new fixed-flex route system should be operated by the existing CHAD Transit organization. Operating the two systems under one organization will allow the organization to maximize funding opportunities and reduce the amount of administration required in operating two separate organizations Branding Although it is recommended that the new service be operated under the existing CHAD Transit organization, it is recommended that the new service be given a new identity to create some separation between the two services. CHAD Transit fixed-flex route feasibility study 51

52 The recommended new service should be named Pictou County Transit. Pictou County residents already have an established relationship with the name Pictou County Transit, many mentioning it in the comment section of the survey. Revisiting the Pictou County Transit namesake will assist with the marketability of the new fixed-flex route service and allow it to be distinguishable from the current CHAD Transit service. It is also recommended that the Pictou County Transit begin developing its own branding identity beginning with a different colored vehicle to help the public distinguish between the two systems and to not confuse the two when waiting for service Administration Executive director A general manager is required to manage the day-to-day operations of Pictou County Transit. It is recommended that this duty should be fulfilled through the existing position within CHAD Transit, which will see the executive director oversee all managerial administration for the fixed-flex route system. Some duties for this position, as they relate to the fixed-flex route system include, but are not limited to: Oversee the day-to-day operation of the fixed-flex route system Submit funding applications to municipal councils and provincial funding programs Monitor and evaluate ridership levels, adjust schedules and routes when necessary Communicate with stakeholders to continually build ridership for the fixed-flex route Market the new service to current and new clientele Once operational it is anticipated that the executive director will conduct work on behalf of the Pictou County Transit for an estimated 10 hours per week. The current workload of the executive director within the CHAD Transit system can accommodate the additional responsibility of the proposed fixed-flex route system. CHAD Transit fixed-flex route feasibility study 52

53 Pay rate Hours per week Weeks Sub-total MERC's Total Pilot ,438 1,604 11,042 Year 1/ ,584 2,139 14, Dispatcher The Pictou County Transit will require dispatch services to receive requests for specialized service along the routes. It is recommended that dispatch services be shared with the existing CHAD Transit service, which is coordinated through a central dispatch located in New Glasgow. Dispatch duties as they relate to the Pictou County Transit will include, but are not limited to: Receive calls from clients during dispatch hours. During this time a call goes to voic , the dispatch person is to return the call as soon as possible. Make determinations to schedule or deny request from caller based on schedule and information provided by caller. Control vehicle pickups and ensure that vehicles are used in the best interest of the public and the organization to meet service demands. Consistently verifies and monitors driver locations and driver assignments at all times. Records all calls in record logbook including ones unable to service with the reason for refusal. The sharing of dispatch services will help reduce overall administrative costs for both organizations and provide the most effective method for coordinating passenger transfers between the two services when they may occur. It is anticipated that 10% of the dispatcher s time will be dedicated to the fixed-flex route system. Pay rate Hours per week Weeks Sub-total MERC's Total Pilot , ,738 Year 1/ , ,650 CHAD Transit fixed-flex route feasibility study 53

54 Drivers It is anticipated that in the development years of the fixed-flex route system that there will only be enough demand to warrant the hiring of one or two full-time drivers, with a parttime driver to be available on an as-needed basis. Pictou County Transit needs to ensure that its drivers have the necessary experience, competency, and skillset required for dealing with and transporting the public in a safe and professional manner. Drivers will need to meet a specific set of criteria to be considered for the position, similar to those required for the volunteer driver program, including: Driver s abstract (class 4) Criminal record check Vulnerable records check Assessment of personality characteristics Physically able to preform duties Drivers are the heart of a community transportation organization and more often then not they are more then a driver. Many drivers are known for going above and beyond the call of duty for their passengers including: helping them with groceries, sitting with them in hospital waiting rooms, walking them to their apartment and even helping them move. The job of a community transportation driver can be physically demanding, especially when loading and unloading wheelchair passengers. For this reason it is imperative that any drivers hired within for Pictou County Transit routes must be not only be willing but physically able to deal with wheelchair passengers on a daily basis if needed. Drivers are paid a starting wage of $13 / hour, while experienced drivers are paid up to $ For planning purposes, the higher wage cost is taken into consideration in the event that one of the more experienced drivers is interested in doing the fixed-flex routes. CHAD Transit fixed-flex route feasibility study 54

55 Pilot Hours per (July 4 - March 31) Pay rate week Weeks Total MERC's Total Drivers ,649 8,610 59, Vehicle A community transit system has many vehicle options to choose from in delivering its services to the public, from 60 foot articulating buses to an everyday passenger car choosing the right vehicle can determine the overall viability of the project. CHAD Transit fixed-flex route feasibility study 55

56 CHAD Transit fixed-flex route feasibility study 56

57 Based on an assessment of the advantages and disadvantages of each vehicle type, the recommended transit vehicle is a light-duty cutaway minibus. This vehicle costs less than a medium-duty cutaway, has a comparable service life, provides good ridership capacity and low floor accessibility, and will be serviceable by the current maintenance crews used by CHAD Transit. There are many types and configurations of minibuses, due to historical and local differences and usage. Minibuses can be classified into three main groups, van conversions, body build, and purpose built. A typical community bus is a body build where a cabin body is fabricated onto a truck chassis. The body-on-chassis approach gives the advantage of higher seating capacity, or more room for passenger comfort, through a larger cabin area. There is also the advantage of being able to have the drivers seat positioned in a small cubicle, next to the main passenger entrance, allowing the driver to collect fares as passengers enter the vehicle. A body-on-chassis approach also allows for a wide range of seating arrangements, along with an option for wheelchair accessibility. Some sample seating arrangements that include fixed seats and wheelchair accessibility are: twelve seats, three wheelchairs six seats, five wheelchairs An additional option, as per the current CHAD Transit arrangement, includes folding chairs instead of fixed seats. This set-up can accommodate either seated passengers or wheelchairs depending on the requirements. In this arrangement there are many more options, the more popular seating arrangements would be: 18 seats, no wheelchairs CHAD Transit fixed-flex route feasibility study 57

58 16 seats, one wheelchair The seating arrangements provided are general in nature, more customized seating arrangements may be available when ordering the vehicle. It is recommended that an option that provides a minimum of two wheelchair placements should be pursued. The body-on-chassis minibus configurations are primarily on the Ford and Chevrolet chassis (gasoline engines) and there are two primary manufacturers in Canada that produce these vehicles; Girardin in Quebec and Malley industries in New Brunswick. Example pricing of vehicles purchased in by CTAP systems: Mini-bus, 18 passengers, four wheelchair positions $118,310 Mini-bus, 12 passengers, two wheelchair positions $90,930 Mini-bus, 16 passengers, two wheelchair positions $88, Spare vehicle During the pilot project the purchase of a spare vehicle for Pictou County Transit would essentially make the proposed system unfeasible; not only is it an extensive outlay of capital resources but to have a vehicle sitting idle a majority of the time would not make efficient use of operating resources. Therefore it is recommended that Pictou County Transit and the regular CHAD transit service share a back-up vehicle in the event of a mechanical breakdown or scheduled maintenance. CHAD Transit fixed-flex route feasibility study 58

59 Vehicle capital plan The following chart demonstrates the proposed capital requirements for the Pictou County Transit system. PTAP ATAP PTIF Gas Tax Municipal PTAP capital fund Total Pilot Year 1 15,000-45,000 15,000 15,000-90,000 Year 2 15, Year 3 15,000-47,500 10,000 7,500 15,000 95,000 Year 4 15, Year 5 15, ,000 - PTAP - Public Transportation Assistance Program ATAP - Accessible Transportation Assistance Program PTIF - Public Transportation Infrastructure Fund Over a five-year period the Pictou County Transit system is anticipating the purchase of two new mini-bus vehicles. To accomplish this goal funding will be required from multiple sources to minimize the financial impact on the organization itself. No ATAP applications are anticipated for the Pictou County Transit system, this funding instead will be allocated to CHAD Transit as each organization can only apply for ATAP funding for one vehicle in one fiscal period. As PTAP can be carried forward year to year, when the Pictou County Transit system does not require PTAP funding for capital purchases it will be allocated to a PTAP capital fund for future use Fee structure The need for a safe, affordable means of transportation to get from place to place is fundamental to the health of individuals and the community as a whole. Having affordable transportation will allow residents of Pictou County to get to medical appointments, job interviews, community events and allow them to do things that people with reliable transportation take for granted. In this regard, this fee structure is an attempt to balance affordability for customers and the sustainability of the transit system. CHAD Transit fixed-flex route feasibility study 59

60 The fee structure is based on fare and payment structures found in similar systems throughout the region and takes into consideration willingness-to-pay information gathered from the online survey. The following user costs appear appropriate to consider for use with this system. Cash Pre-sold Monthly Annual fare tickets (10) pass pass Adult $4 $30 $70 $650 Child/Student/Senior $3 $20 $50 $500 To encourage passengers to pre-purchase books of tickets, or monthly and annual passes, the following discounts have been applied to full fare rates: 15% off pre-sold tickets, 35% off monthly passes and 45% of annual passes. 8. RIDERSHIP LEVEL SCENARIOS Estimating potential ridership for any transit system can be complicated as there is no exact formula to accurately project how many riders per year, month or day a transit system can expect. There are many variables to take into consideration such as population, income levels, employment levels, service area, service hours and the type of transit service offered. Ridership projections for the Pictou County Transit have been developed using rides per capita information gathered from other similar transit systems: Transit System Population Ridership Rides per capita served Catch the TROUT (year 1) 7 15,303 5, Antigonish Community Transit (town route pilot) 9, , Strait Area Transit 9 ( ) 21,960 12, The Rural Overland Utility Transit, Report to Municipalities Gord MacDonald, pgs Total population of Town of Antigonish and StFX student population CHAD Transit fixed-flex route feasibility study 60

61 Given these ridership statistics from other similar sized transit systems, the following sensitivity analysis has been developed to project ridership statistics for the Pictou County Transit system. Population served Rides per capita Rides per year Low ridership level 24, ,125 Mid ridership level 24, ,065 High ridership level 24, ,250 Ridership levels for revenue projection purposes within the pilot project have been developed using the low ridership level of 0.25 rides per capita which totals 6,125 annual trips or 4,594 for the nine month pilot project. Ridership is expected to gradually increase over time reaching 0.35 rides per capita in year two which is still lower then the rides per capita for established transit systems, and lower then the 0.38 rides per capita Antigonish Community Transit achieved in its first twelve months of operation on its town route. It typically takes five years for any new transit system to reach its full ridership potential. As ridership grows, fare revenue increases and the transit system operates more cost-efficiently in terms of revenue recovery. As a result, the cost of operating a transit system during the development years can be considerably higher then once the system becomes mature. Ridership is expected to increase with linear growth for the second, third, fourth and into the fifth year of operations when ridership is expected to reach its full potential. Pilot (9 mths) Year 1 Year 2 Year 3 Year 4 Year 5 Population 24,500 24,500 24,500 24,500 24,500 24,500 Rides per year 4,594 7,350 8,575 9,800 11,025 12,250 Rides per capita By the end of the fifth year of operation it is anticipated that Pictou County Transit will achieve 0.50 ride per capita, which is in-line with similar community transit organizations. 9 ibid. CHAD Transit fixed-flex route feasibility study 61

62 9. COST IMPLICATIONS Detailed capital cost requirements and annual operating costs have been prepared to demonstrate the financial viability and sustainability of Pictou County Transit Start-up capital costs Start-up costs for the Pictou County Transit include the recommended purchase of one light-duty cutaway chassis and signage. Item Budget Light-duty cutaway chassis $125,000 Signage (12 installed signs) $6,000 Total $131,000 The Pictou County Transit has a distinct advantage over other new transit systems in that it doesn t require many of the other start-up capital costs involved in beginning an operation such computers and office equipment Operating budget Detailed operating cost estimates for the Pictou County Transit have been prepared based on the recommended service level, from 6:30 a.m. to 6:30 p.m. six days per week. CHAD Transit fixed-flex route feasibility study 62

63 Operating Budget Pictou County Transit Expenditures Pilot (9 mths) Year 1 Year 2 Administration wages 11,778 15,704 15,704 Administration benefits 2,002 2,670 2,670 Driver wages 50,649 69,264 69,264 Driver benefits 8,610 11,775 11,775 Administration costs 600 1,000 1,000 Repairs and maintenaince 2,500 5,000 7,500 Fuel 16,451 21,981 23,080 Insurance 1,685 2,300 2,350 Licensing Advertising 10,000 7,500 5,000 Training Printing 2,000 2,200 2,200 Miscellaneous 1,000 1,000 1,000 Total 108, , ,543 Pictou County Transit has a distinct advantage over many other community transportation services in that it will not have significant overhead costs such as office rent and utilities Wage calculation The highest, as with most community transportation systems, expenditure concerns wages. The Pictou County Transit is fortunate in that many of the wage expenditures are shared with CHAD Transit. The Executive Director is expected to spend 25% of their time on the fixed-flex route, while the dispatcher will spend 10% of their time on the fixed-flex route. Pilot (July 4 - March 31) Pay rate Hours per week Weeks Total MERC's Total Drivers ,649 8,610 59,260 Executive Director (25%) ,438 1,604 11,042 Dispatch (10%) , ,738 The Mandatory Employment Related Costs (MERC s) are the employer s contribution to Canada Pension Plan, Employment Insurance and vacation pay and are calculated at 17% of wage costs. CHAD Transit fixed-flex route feasibility study 63

64 Fuel calculation Aside from driver wages the second highest expenditure category is fuel. The following charts details how fuel consumption calculations were derived based on current fuel mileage achieved by CHAD Transit vehicles. Column1 Route 1 Route 2 Total Kilometers Times serviced per day Total route km per day Off-route/idle time 10% 10% 10% Total km per day Avg. litres / 100 km Fuel usage (L) Fuel cost (per L) Total fuel cost per day ($) Projected operating and revenue budgets To demonstrate the long-term financial sustainability of the Pictou County Transit fixed-flex route system, a projected five-year operating and revenue budget has been developed. Due to the CTAP not providing funding to fixed-flex route systems, a stand-alone operating budget has been developed for the fixed-flex route system. All accounting and record keeping will need to be done separately for each system. CHAD Transit fixed-flex route feasibility study 64

65 Operating Budget Pictou County Transit Pilot (9 mths) Year 1 Year 2 Year 3 Year 4 Revenue Province of Nova Scotia NS-TRIP 50,000 25, Municipal contributions 50,000 90, , , ,000 Fare revenue 12,059 25,725 30,013 34,300 38,588 Advertising revenue 1,500 2,500 2,500 2,500 2,500 Total revenue 113, , , , ,088 Expenditures Administrative Expenses Administration wages 11,778 15,704 15,704 16,489 16,489 Administration benefits 2,002 2,670 2,670 2,803 2,803 Office supplies 600 1,000 1,000 1,000 1,000 Advertising 10,000 7,500 5,000 5,000 5,000 Training Printing 2,000 2,200 2,200 2,200 2,200 Miscellaneous 1,000 1,000 1,000 1,000 1,000 Total Administrative expenses 27,880 30,574 28,074 28,992 28,992 Vehicle Expenditures Driver wages 50,649 69,264 69,264 72,727 72,727 Driver benefits 8,610 11,775 11,775 12,364 12,364 Repairs and maintenance 2,500 5,000 7,500 7,500 10,000 Fuel 16,451 21,981 23,080 24,234 25,446 Insurance 1,685 2,300 2,350 2,350 2,400 Licensing Total Vehicle expenditures 80, , , , ,437 Total expenses 108, , , , ,429 Net income (deficit) 5,283 1,831 4,970 8,132 8,658 The Pictou County Transit system, even with relatively modest ridership numbers, has the potential to be operationally sustainable given additional municipal funding Funding sources Potential funding sources outside of passenger fares, business sponsorship and municipal funding include a combination of two provincially funded programs. CHAD Transit fixed-flex route feasibility study 65

66 Nova Scotia Transit Research Incentive Program (NS-TRIP) NS-TRIP provides funding to support capacity building initiatives intended to generate new and improved public transit services in rural and under serviced urban areas of Nova Scotia. Applications can include but not limited to: Feasibility studies Business plans Pre-pilot Pilot project Start-up costs (first year of operations) Research projects Pilot project funding eligible expenses include: Manager wages Dispatcher wages Driver wages Office expenses Advertising Board insurance All vehicle expenses (except purchases) In the pilot project stage Pictou County Transit should be eligible for the maximum of $50,000. The incremental expenses associated with implementing the fixed-flex route are projected to be over $93,000 and eligible operating expenses can be covered up to 75%. (93,000 x 75% = $69,750) In Year one Pictou County Transit will be eligible for service start-up funding which covers 50% of eligible operating costs net of Community Transportation Assistance Program (CTAP) funding to a maximum of $25,000. Pictou County Transit is not eligible or will be receiving any CTAP funding; therefore with expenses projected to be approximately $120,000 Pictou County Transit should be eligible for the maximum amount of $25,000. CHAD Transit fixed-flex route feasibility study 66

67 Public Transportation Assistance Program (PTAP) PTAP covers a portion of the capital cost of a public transit system (i.e. fixed route or fixedflex) operated by a municipal unit or a not for profit organization. Funding is allocated using a formula that takes into the service area population of the service, which is defined as the population within a kilometer of a bus stop and ridership. Pictou County Transit will be able to apply to PTAP in the first year after the successful completion of the pilot project. There are only a few transportation systems within Nova Scotia that can access the PTAP including: Halifax Transit Transit Cape Breton Strait Area Transit Antigonish Community Transit Kings Transit With the increasing number of organization eligible for PTAP it is recommended that the funding request be in the $10,000 to $20,000 range Accessible Transportation Assistance Program (ATAP) The Accessible Transportation Assistance Program (ATAP) provides funding to assist organizations that receive funding from the Community Transportation Assistance Program (CTAP) and municipal accessible transit organizations across the province in the purchase of accessible vehicles or modification of existing vehicles. Priority for eligible recipients as follows: Organizations that receive funding from the Community Transportation Assistance Program (CTAP) CHAD Transit fixed-flex route feasibility study 67

68 Municipal Accessible Transit Services Taxi drivers in areas not serviced by an organization receiving CTAP funding Organizations receiving CTAP funding or new rural transportation services whose mandate is to provide accessible door to door transportation will be eligible for 66% of the capital costs of the vehicle as follows: Up to a maximum of $70,000 towards the purchase of a new vehicle Up to a maximum of $15,000 towards the purchase of a used vehicle not previously funded under ATAP. An organization can apply for ATAP funding for one vehicle per fiscal year, CHAD Transit will need to balance capital requirements (as outlined in section 7.2.6) of the two organizations Federal Gas Tax Fund On July 3, 2014, the new Administrative Agreement on the Federal Gas Tax Fund was announced between Canada and Nova Scotia. As part of the New Building Canada Plan, the renewed federal Gas Tax Fund (GTF) provides predictable, long-term, stable funding for Canadian municipalities. This funding will help to build and revitalize local public infrastructure while supporting national objectives of productivity and economic growth, a clean environment, and strong cities and communities. This new Administrative Agreement was effective April 1, 2014 and represents a 10-year investment of an estimated $580M for Nova Scotia municipalities. All Nova Scotia municipalities are eligible to receive payments under the program for their municipal infrastructure and capacity building projects. The seven eligible categories under the first agreement remain with 11 new categories being added to increase program flexibility. CHAD Transit fixed-flex route feasibility study 68

69 Eligible projects include investments in Municipal Infrastructure for its construction, renewal or material enhancement in each of the following categories: Drinking water Wastewater Solid waste Community energy systems Public transit Local roads and bridges Capacity building Through this program Pictou County Transit could have a portion of the capital costs associated with the purchase of a new vehicle covered Public Transit Investment Fund 10 (PTIF) The federal government has recognized the importance if public transit within Canada and that Canadians need immediate investments in their communities public transit systems, so that they can get to work on time, and back home at the end of a long day. To improve and expand public transit systems across Canada, the Public Transit Infrastructure Fund proposes to invest up to $3.4 billion in public transit over three years, starting in Funding will be provided to support projects that will deliver increased capacity, enhanced service or improved environmental outcomes. Projects could include: Upgrades to subway tracks, bridges, signals and switches for the Montreal Metro; Fleet replacement, including the purchase of new subway cars, low-floor buses, and street cars by the Toronto Transit Commission; and Accelerated design, implementation and construction work for new large-scale projects, such as new light rail transit lines in Greater Vancouver and Ottawa CHAD Transit fixed-flex route feasibility study 69

70 To get projects moving quickly, the Government will fund up to 50 per cent of eligible costs for projects. Funding under the program will be allocated to municipalities based on ridership, as per the table below. Through this program Pictou County Transit could have up to 50% in capital costs associated with the purchase of the new vehicle covered. CHAD Transit fixed-flex route feasibility study 70