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HomeMy WebLinkAboutWD-14-00 ~, i , .., ~ .:J ONY1NISRED BOSINESS ~ THE CORPORATION OF THE MUNICIPALITY OF CLARINGTON .. Meeting: REPORT -- GENERAL PURPOSE AND ADMINISTRATION COMMITTEE File # /0:3 Date: FEBRUARY 14,2000 Res.#{d/)J-7/-oo Report No.: WD-14-oo By-Law # Subject: RATIONALIZING TRANSIT SERVICE HIGHWAY NO. 2/IDGHWAYNO. 401 CORRIDOR CLARlNGTON OPPORTUNITIES Recommendations: It is respectfully recommended that the General Purpose and Administration Committee recommend to Council the following: 1. THAT Report WD-14-oo be received; 2. THAT Council take the opportunity through this report, WD-14-00, to comment on the Highway No.2/Highway No. 401 transit report and recommendations prepared by ENTRA Consultants and the Regional Transit Coordinating Committee, prior to the end of February 2000; 3. THAT Council agree in principal with the report and recommendations prepared by ENTRA Consultants and the Regional Transit Coordinating Committee to foster continued discussions towards implementing service improvements; and 4. THAT a copy of report WD-14-00 be forwarded to the Regional Transit Coordinating Committee. REPORT 1.0 ATTACHMENTS No.1: Highway No.2 - Highway No. 401 Corridor Transit Service Review - Final Report, Report No. 1999-RTC-3 to the Regional Transit Co-ordinating Committee 1140 " .. ~ ~ \ REPORT NO.: WD-14-00 PAGE 2 including the recommendations of the Conventional Transit Operators Sub- Committee, and the December 9, 1999 Minutes of the Regional Transit Co- ordinating Committee No.2: "Floating" Two Zone Fare Boundary and Clarington Passenger Price Comparison 2.0 BACKGROUND 2.1 Changes to transit funding policies by the Province have seen the elimination of both capital and operating subsidies to municipal transit systems. Municipalities are reviewing ways to reduce costs by increasing operational efficiencies. Transit riders are demanding more co-ordinated services for both timing and ease of transfers with simplified fares. 1bis lack of "seamless" and coordinated transit service has contributed to the continuing loss of overall market share to passenger vehicles. As a result of these demands and increasing friction between GO Transit and local transit operators within Durham Region, a plan was needed to co-ordinate services. At one point, GO Transit indicated they were considering discontinuing bus service in Clarington. The Regional Transit Co-ordinating Committee worked with local municipalities to fund an impartial study by ENTRA Consultants to review the existing transit services and make recommendations to restructure services to provide co-ordinated and equitable travel opportunities across the corridor. 2.2 On December 9, 1999, the Regional Transit Co-ordinating Committee (RTCe) passed the following resolution: "THAT a copy of Report #1999-RTC-3 of the Commissioner of Planning and the recommendations of the Conventional Transit Operations Sub- Committee ofRTCC, acting as the Steering Committee for the Highway 2- Highway 401 Corridor Transit Service Review, be forwarded to the Towns of Pickering, Ajax and Whitby, the City of Os haw a, and the Municipality of Clarington to request their input by February 2000." 1141 ~ , REPORT NO.: WD-14-00 PAGE 3 Report No. 1999-RTC-3, including the recommendations of the Conventional Transit Operators Sub-Committee, and the December 9, 1999 Minutes of the Regional Transit Co- ordinating Committee are included as Attachment No.1. This resolution was reviewed by Regional Planning on January 18, 2000 and referred to local Councils on January 19, 2000 for input to the RTCC to be received by February 29, 2000. Responses from the local Councils will permit the RTCC to "sign off' on the report completed by ENTRA. The report and comments will form the basis for further discussions and refinements. This will also enable the participants to begin working on the details of how the recommendations approved through consensus can be implemented and further refine cost estimates. 2.3 Definitions: Local Trips - Those trips which begin and end within the boundaries of a single municipality. Inter-municipal Trips - Those trips which begin in one municipality and end in another municipality within Durham Region. Regional Trips - Those trips which begin in Durllam Region and end outside of Durham Region. (At the present time, Clarington residents from both Newcastle and Bowmanville are accessing the GO Transit regional service to connect with other service areas within Durllam Region.) 1142 ". REPORT NO.: WD-14-00 PAGE 4 3.0 REVIEW AND COMMENT 3.1 Recommendations by ENTRA Consultants ENTRA Consultants, having solid experience in the transit/transportation field, worked closely with the RTCC, the RTCC Steering Committee, as well as having consultation with area Chief Administrative Officers and making presentations to local Councils. The recommendations prepared by ENTRA were realistic in that proposed solutions needed to be technically as well as economically and politically acceptable to ensure implementation within a short period of time. Transit studies have been completed in the past by various individual transit operators but remain simply as recommendations because there was insufficient incentive to push fOIWard and make changes. ENTRA'S report dated October 1999 shows consensus on many issues including recommendation of: . A simplified fare structure incorporating a "floating" two-zone fare with the base fare of $1.75 with a one time premium fare of $1.75. Attachment No.2 shows how the zones work. A Clarington resident would pay $1.75 to travel within C1arington (first zone) or Oshawa, (second zone) with a single premium fare of$l. 75 required to enter Whitby, Ajax or Pickering. . A cost allocation model, which calculates net deficits from intennunicipal costs and revenues and allocates the deficit among the municipalities, based on the amount of service each receives. . Most cost effective service provider in corridor, confirmed as GO Transit (based on current funding formulas), with local transit services continuing to have access to Highway No.2 for local routings such as the Courtice loop. At this point, Oshawa Transit has not agreed to transfer their main services along Highway No.2 to other providers. . The approval process would see local municipalities sharing costs of intermunicipal service. There would be no change to local autonomy in transit decisions and no changes to the roles of Municipal or Regional Councils. To facilitate the municipal approval process, dealing with inter-municipal matters, 143 <. , < J REPORT NO.: WD-14-00 PAGE 5 a new step has been added involving a Chief Administrative Officer Administrators group. This group would meet at the request of the RTCC, where service change proposals would require Municipal Council decisions. The process continues to rely on the approval of individual Municipal Councils for services to be implemented, yet provides an overall coordination context to ensure that proposals support the development of coordinated transit services throughout the corridor. 3.2 Existing Conventional Transit Services The report by ENTRA recommends that the existing services ill Clarington remain unchanged, but with future options available. The residents of Clarington are presently receiving regional bus service from GO Transit from Newcastle to Courtice and beyond. Oshawa Transit is presently providing inter-municipal service in Courtice with a single loop leaving Oshawa, easterly along Nash Road, south on Courtice Road then west along Highway No.2. The initiative by Public Works, to work with the private sector, has resulted in Clarington transit riders obtaining benches and/or illuminated bus shelters with no expense to the Municipality, while simultaneously producing annual general revenue of approximately $31,000.00. 3.3 Clarington Opportunities Extension of the more frequent intermunicipal transit services to Newcastle would have significant impact on the existing service providers and be a major new expenditure to the Municipality of between $100,000.00 to $180,000.00. This higher level of service in the Clarington corridor would be difficult to justify in the short-term based on the current ridership and projected costs. As an example, if 60 riders are using the hourly bus service and the more frequent inter-municipal buses began operating without sufficient demand, it may only result in splitting the 60 passengers between buses. The deficit would be large due to the extent of rural area between the urban centres, which produce less revenue. A slower staged growth of intermunicipal and local transit must be based on demand. 1144 , ! REPORT NO.: WD-14-00 PAGE 6 In the short to medium term, ENTRA has suggested an alternative which minimizes initial investment by using existing hourly GO Transit buses which have spare capacity. If the inter-municipal service were not extended beyond Courtice, but instead extended the proposed lower fare arrangement of $1.75, "floating" zone structure, local riders would pay the same lower inter-municipal fares proposed along the rest of the Highway No.2 corridor. If Clarington Council approved of this proposal to subsidize the lower fares, estimated costs would be as follows: Courtice $13,000 share of deficit from intermunicipal service (Courtice loop) $ 8,000 deficit for regional service fare arrangement Courtice Total =$21,000 Bowmanville +$12,000 deficit for regional service fare arrangement =$33,000 Newcastle +$10,000 deficit for regional service fare arrangement =$43,000 The Courtice loop provided by Oshawa Transit, with a total length of approximately 6.8 kilometres, has been free during the trial period because it was seen as a profitable route, based solely on operating cost, which could be accommodated with existing equipment and staff. Under the cost allocation model, a price tag of $13,000.00 has now been applied to it as a portion of the average overall deficit. Discontinuation of the Courtice loop would receive criticism from students who are the main users for the service and their parents. This loop passes three schools and discontinuation would affect this transportation link to the Courtice Community Complex. To maintain the deficit at $13,000.00 and maintain the existing transit services, Council could defer the $30,000.00 implementation of the regional service fare arrangement to a later date when the other recommendatious have been implemented and cost estimates reviewed. Oshawa Transit has not indicated how long it will continue to provide the Courtice loop on a no charge basis. 1145 0, ~ REPORT NO.: WD-14-00 PAGE 7 Public transit has an environmental and social impact on entire communities by reducing air pollution and traffic congestioQ., but only directly serves a small segment of the population as passengers. Public transit is expensive and, without subsidized ridership, levels would continue to decline as riders found other modes of transportation less expensive. Although in Clarington there were 115,000 passenger trips taken, the actual nnmber of residents using the system is estimated at 575 which represents approximately three-quarters of one per cent ofClarington's population of 65,000. It is estimated that ninety per cent of the 575 residents use transit on a daily basis while the remaining ten percent would be infrequent users. When comparing daily transportation trips and the modal split between passenger vehicles and transit, transit represents only one half of one percent. There is also no direct correlation between price and ridership. If fares increase even in small amounts, passengers may leave the system to find other modes of transportation if they are cheaper. If fares' drop by 50%, ridership will see an increase, but not double, as many residents still find the personal automobile more convenient or faster. Cost is not the only factor. Many riders are attracted or lost to the system due to ease of transfers, simplified fares, direct routes to their required destinations, and timing of service. Although not a recommendation of the report, Clarington has future options to establish intema1 boundaries between Courtice and Bowmanville and between Bowmanville and Newcastle, with premium fares required upon entering the new zones. The estimated deficits are based on Clarington remaining as one single municipal zone, although it is almost as wide as the service areas of Oshawa, Whitby and Ajax combined. The person boarding in Newcastle obtains the greatest benefit, by paying the same $1.75 as the person boarding in Courtice to enter Oshawa but having travelled a much greater distance. Internal boundaries would make residents taking the longer trips within Clarington pay a little more and help reduce the deficit, but would complicate the fare structure and divide the Municipality. 1146 '. REPORT NO.: WD-14-00 PAGES 3.4 Steps Towards Local Transit Loops and Routes The improvements being proposed to the Highway No. 2/Highway No. 401 corridor will improve transit opportunities along this main transportation spine and encourage new ridership. The initial parameters of the review process by ENTRA are nearing completion. Once the efficiency of the Highway No. 2 corridor is improved, future loops in Courtice, Bowmanville and Newcastle, or major expansion to Orono can be reviewed separately. Those service options should be taken in steps, which can be monitored to provide further expansion as demand increases. The timing or possible results of those future reviews should not deter Council from reaching concensus on the present Highway No. 2/Highway No. 401 corridor recommendations before them. 3.5 Budget Preparation Cost estimates provided by ENTRA Consultants are derived from current ridership and operating costs. Any significant increase or decrease in ridership affects the operational efficiency as a whole. Fare subsidy expenditures by the Municipality will increase as ridership increases, but utilization of existing spare capacity will reduce the overall operating deficit. This trade-off makes it difficult to determine the final effect on the deficit. For additional short distance riders, paying the base $1.75 fare, the deficit would increase by approximately $1.00 per passenger. For longer distance riders, the costs would generally be offsetting, since intermediate length trips are more expensive than current fares and long distance trips are less expensive than current. 3.6 Implementation Phase The transit review and consensus process has been a lengthy one. Once local Councils have submitted their comments, the report can be finalized and detailed plans for the implementation can begin in the areas of consensus. The implementation phase will again require ongoing discussions with all stakeholders to confirm the desired course of action. 4.0 CONCLUSIONS From the above, it is concluded that this is Council's opportunity to comment on the recommendations presented to the Regional Transit Co-ordinating Committee and 1147 REPORT NO.: WD-14-00 PAGE 9 Clarington's desired course of action. An agreement in principal to consensus recommendations listed in the report will form a foundation for further discussion towards implementing service improvements in the transportation corridor. Staff recommend such an agreement in principal. In particular, staff agree that: 1) GO Transit is the most cost effective service provider along Highway No.2; 2) Existing levels of service in Clarington remain unchanged, but with future options available; and 3) The Proposed "floating" zone structure be extended across Clarington with an associated subsidy cost of$43,000. Respectfully submitted, Reviewed by, ~~ Stephen A. Vokes, P. Eng., Director of Public Works Or~~ Franklin Wu, Chief Administrative Officer RDB*SA V*ce 08/02/00 1148 REVISED Planning Department Commissioner's Report to the Regional Transit Co-ordinating Committee Report No.1999-RTC-3 Date: December 9, 1999 SUBJECT Highway 2 - Highway 401 Corridor Transit Service Review- Final Report, File: 4.2.7 This report is an addendum to Report No. 1999-RTC-1 RECOMMENDATION 1. THAT Commissioner's Report No. 1999-RTC-1 be received for information; 2. THAT the recommendations of the Conventional Transit Operators Sub- Committee of RTCC, acting as the Steering Committee for the Highway 2 - Highway 401 Corridor Transit Service Review, be received; and 3. THAT copy of Commissioner's Report No. 1999-RTC-3 be forwarded to the Town of Pickering, the Town of Ajax, the Town of Whitby, the City of Oshawa, the Municipality of Clarington, and GO Transit. REPORT 1. On June 15, 1999, the Regional Transit Co-ordinating Committee (RTCC) met to consider Report No. 1999-RTC-1, which outlined the findings and recommendations of the Highway 2 - Highway 401 Corridor Transit Service Review. The RTCC raised some concerns and referred the report back to the Conventional Transit Operators Sub-Committee, who were acting as the Steering Committee for the study. 2. On September 28, 1999, the Steering Committee met to address the concerns raised by RTCC on June 15, 1999. 3. The Steering Committee reviewed the findings and recommendations of the consultant (see Attachment 2 - Co-operation and Consensus: Rationalizing Transit Service in the Hwy.2 /Hwy.401 Corridor.) and agreed, in principle, to a ~ o 1149 ATTACHMENT NO.: 1 REPORT NO.: WD-14-00 No Change Commissioner's Report No. 1999-RTC-3 Page 2 majority of the recommendations. The Steering Committee's report and their recommendations are contained in Attachment 1. 4. Consensus on these recommendations by the Conventional Transit Operators forms a foundation for further discussion towards implementing service improvements in the study area. The Planning Department will continue to facilitate discussions between the Conventional Transit Operators toward this objective. 1 A.L. Georgieff/M.C.I.P., R.P.P. Commissioner of Planning 2. Highway 2-Highway 401 Corridor Transit Review, Steering Committee Report Co-operation and Consensus: Rationalizing Transit Service in the Hwy.2 /Hwy.401 Corridor Attachment: 1. N:ltraltransitlhighway2Irtc2-add.doc 7 1150 Attachment 1 Highway 2 - Highway 401 Corridor Transit Service Review Steering. Committee Date: December 9, 1999 SUBJECT: Highway 2 - Highway 401 Corridor Transit Service Review - Final Report File: 4.2.7 RECOMMENDATIONS 1. THAT the final report of the Highway 2 - Highway 401 Corridor Transit Service Review entitled "Co-operation and Consensus: RationalizinG Transit Services in the HiGhwav 2 - HiGhwav 401 Corridor" prepared by ENTRA Consultants Inc., be received; and 2. THAT the recommendations of the Conventional Transit Operators Su b- Committee of RTCC, acting as the Steering Committee for the Highway 2- Highway 401 Corridor Transit Service Review, form the basis for further discussion and implementation by the Transit Operators in Durham. REPORT 1. On June 15, 1999, Commissioner's Report 1999-RTC-1 was presented to the Regional Transit Co-ordinating Committee (RTCC). The report presented the key findings and recommendations of the Highway 2 - Highway 401 Corridor Transit Service Review. After much discussion, RTCC adopted the following resolution: "THAT Report #1999-RTC-1 of the Commissioner of Planning be referred back to the Steering Committee for the purpose of addressing the concerns that have been raised with respect to how capital costs will be dealt with and also with respect to how routes will actually work, particularly with respect to the shopping centres in Oshawa and Whitby, and report back to the Regional Transit Co-ordinating Committee by September 15,1999." Councillor Novak also asked that the costs for extending service to Bowmanville and Newcastle, respectively, also be included in the final report. 8 1151 , Steering Committee Report Page 2 1.1 Since then, the project consultant addressed the matters raised by the Committee, by incorporating the following .into the final report: . updates to the maps and descriptions on the Service Option figures; . revisions to ridership tables and clarify Clarington totals; . revisions to language regarding the eastern terminus; . additional detail in discussion of the common elements; . revisions to Option 3E service design to reflect: maintaining Highway 2 service connections to Ajax GO Station; maintaining portions of local service in Whitby and Oshawa; allocating deficit for fare structure changes on service to Courtice . revisions to Table 4, "Intermunicipal Service Cost Summary", to include preferred fare option only and updated cost figures . revisions to and expansion of the section on cost estimates for service in Clarington . additional detail to clarify the fare payment and implications; . clarification of local approaches to rationalizing local services; and . discussion of potential for local route diversions. 2. Kev Findinqs and Recommendations 2.1 The Conventional Transit Operators Sub-Committee of the Regional Transit Coordinating Committee, acting as the Steering Committee for this project, met on September 28, 1999. The purpose of the meeting was to address the direction given by RTCC at its June meeting and to review the results of the work undertaken by ENTRA Consultants Incorporated, with the objective of arriving at a consensus on matters that could be recommended for implementation. The Terms of Reference for this study provided for the Steering Committee to report through the Planning Department to RTCC on this study. 2.2 At the outset, the Steering Committee agreed that the consultant had addressed the Terms of Reference guiding the scope of their assignment. The Steering Committee also noted that the consultant had incorporated the additional items requested by RTCC in its final report. 9 1152 )- , , Steering Committee Report Page 3 2.3 The Steering Committee subsequently considered the results of the Report and arrived at a consensus on the majority of the recommendations offered within the Technical Report of the consultant, as illustrated in Attachment 1. Consensus on these recommendations forms a foundation for further discussion towards implementing service improvements in the study area. 2.4 The Steering Committee agreed in principle to: . a set of service standards and policies (ie. hours of service, frequency of service, transfers, fare policy), which will guide the design of new and revised services, and establish a framework for improved mobility across the service area; . fare structures and levels (ie. floating zone boundary, $1.75 base fare plus $1.75 premium fare), which introduce consistent fare levels, integration with local services, and reasonable financial return; . a variety of technical issues related to routes and services, and communications and accessibility (ie. terminus locations, public, bus to bus and agency communication, fare collection technology, future accessibility for riders with special needs), which will improve service levels, establish a single source for information, improve interagency communication and establish a framework for integrating improvements to accessible services; and . the formula to share the deficits which may be created by the revised fare structure and inter-municipal services, ensuring that each municipality pays a fair share based on the amount of service received. The Steering Committee was unable to reach a complete consensus on the consultant's recommendations related to GO Transit as the inter-municipal operator (with impacts on the types of vehicles and specific service design details), and the inclusion of the CAO administrators group in the roles and responsibilities. While each of these issues is important to the success of services in the corridor, the lack of agreement by individual operators does 10 1153 , Steering Committee Report Page 4 not delay nor impede the process of implementation of the areas of the agreement. 2.5 As such, the Steering Committee recommends that: . the revised report from the consultant be received; and that the recommendations identified in Attachment 1, form the basis for further discussion and implementation by the Transit Operators in Durham. . ~ ~ ! ~. ns, Pickering Transit N. ~ a? ~ R. Baker, Municipality of Clarington Attachment: 1- Steering Committee recommendations II-ax\data-1 Itraltransitlhighway2I9g-sc-1 .doc 11 1154 Attachment 1 - Steering Committee recommendations ~ l\) Rec # Recommendation Consensus Comment 1 Adopt the service principles and standards as Yes Whitby notes however, that there will be cost described in Section 4.1 - Service Standards and implications to meeting the first GO Train. Principles to guide the implementation and further development of co-ordinated services in the Hwy. 2/Hwy 401 corridor . 2 Agree to implement Service Design Alternative 3E as No Oshawa does not support the operation of GO Transit in described in Section 5.2.5 to provide local, the corridor, in so far as they believe that it will intermunicipal and regional trips in an integrated negatively impact or duplicate local transit service. service within the corridor Whitby will continue to provide service along Route 6, since this service does not duplicate the service provided by GO. 3 Agree to address the common elements described in Section 4.3 - Common Elements . Operators - GO transit should provide the No Oshawa does not support any other operator providing integrated services in the corridor local service within its service boundaries. Whitby will continue to provide service along Route 6, since this service does not duplicate the service provided by GO. . Western Terminus - Inter-municipal services Yes should terminate at Pt Union Road in the initial stage. ~ Eastern Terminus - short term loop in Courtice, Yes long term examine services to Bowmanville and Newcastle Village . Equipment - single door "suburban" transit No Oshawa does not support this recommendation since it coaches points to an operator other than Oshawa Transit providing local service along Highway 2 in Oshawa. Ajax noted that this was acceptable in the short term. V1 V1 ., /-6 C.'':' Rec# Recommendation Consensus Comment . . Communications short term share route and Yes Subject to feasibility and cost. schedule information, long term - transfer to central call system, buses to be equipped with cell phones, process for planning and implementation of services recommended . Fare Collection Technology initial fare media and Yes technology to include cash, tickets and passes . Accessibility Operations subcommittee to Yes Both Ajax and Oshawa expressed a concern that the examine potential to integrate accessibility options issue of Accessibility in section 4.3.7 of the Technical with other local and regional initiatives. Report, was too closely knit to the Equipment issue. All Steering Committee members were prepared to accept the recommendation, with the following modification to the Consultant's report: "It is the preference to provide accessible transit along this corridor, however in the short term this is not possible." 4 Take the necessary implementation steps described in Yes The Steering Committee members agreed that the Section 11- Implementation Plan launch date should be targeted for 12 months after the approval of the report. 5 Support the fare structure and policy and costing Yes Agreed that a fare structure of $1.75 base plus a $1.75 implications as described in Section 6.5 - Fare Levels premium (not discounted) would have cost implications to the municipalities. 6 Support the roles and responsibilities structure as No Only Pickering supports the introduction of a CAO's described in Section 9 - Roles and Responsibilities Administrators Group to facilitate the introduction of issues to the municipal approval process. Oshawa, Whitby, Ajax and Clarington expressed that the reporting and decision making structure should remain the same. 7 Support the cost allocation model as described in Yes Section 7 - Cost Allocation Models V1 (J', ENTRA CONSULTANTS INC. Region of Durham Cooperation and Consensus: Rationalizing Transit Service in the Hwy.2/Hwy. 401 Corridor October 1999 Excellence in Transportation Planning 14 1157 Attachment 2 "~fI'J Region of Durham Cooperation and Consensus: Rationalizing Transit Service in the Hwy.2/ Hwy. 401 Corridor This document summarizes the study prcx:ess and recommendations of the Hwy. 2/Hwy. 401 Corridor Transit Service Review. Details of the analysis can be found in the Hwy.2/ Hwy. 401 Corridor Transit Services Review. Technical Report to the Steering Committee, dated September 1999 by ENTRA Consultants Inc. 1. Introduction Demands for Intermunicipal travel within Durham Region have increased significantly over the years and spawned a growth of transit demands for both commuter and local services in the Hwy. 2/H"y 401corridor. The individual local services and the inter- regional GO Transit services have not been well-equipped to respond to Intermunicipal needs, hampered by subsidy resnictions, jurisdictional issues, and economic realities. Residents must rely on the regional services for travel within Durham, with multiple fares, no transfer privileges and typically expensive overall fares. Local services provide no continuous service across the region and are not coordinated with the regional services. The result has been service gaps and duplications, inequitable fares and a system which does not best meet the needs of Durham residents. Several attempts have been made In the past to resolve these issues, with a variety of local and Regional studies examining possIble solutions. None of these studies has led to the successful coordination of transit services in the corridor. A major reason for this lack of progress has been the cost of the recommended changes, and the Inability to address the overall duplication of services between the proposed local service additions and the regional services. In the short-term, it is crucial to restructure ~ervices to meet the immediate need of coordinated, equitable travel opportunities across the corridor. Improved markering and advertising to promote public awareness of the travel opportUnities are crucial to short- term success. In the longer term, this restructured service must serve as the base from which to respond to growth pressures in the corridor and throughout the Region. The current economic and political environment provides a new opportunity to overcome the historical inertia and to make effective changes in the corridor. This study has focussed not only on the technical solutions to the transportation aspects of the problems, but also on the proceeds of consensus building and partnerships. This represents a new direction in developing the process of local municipal parmerships and cooperation. Without encouraging and supporting this new process, new outcomes cannot be expected. ENTRA Consultanrs fnc 1 :;:' "",-v 1 58 Study Objectives The overall goal was to develop a strategy which rationalizes the .u roles and responsibilities of the five operators in operating transit services in this corridor. The objectives of this study were to: - enhance inter- municipal mobility, by providing a more attractive and efficient transit service between municipalities in Durham and into Toronto; - improve customer service, by enhancing quality and raising public awareness of the system; - reduce costs and achieve greater operating efficiencies; and - increase ridership and revenues, resulting in more efficient and flexible rransic service. Page I An Iterative, Consultative Process Page 2 o. :; 2. Study Process This section highlights the key steps taken in the analysis and the consensus building approach of this study: Each transit operator met with the consultant to review their concerns or perspectives as operators, as well as to identify the perspective of the individual municipalities. Through this process, a list of issues was developed to be addressed. As the review proceeded, new issues were added in response to the various evolving options. A one-day work session was held with the Steering Committee. This session was an opportunity to review and discuss all of the analyses and, in a facilitated session, to begin to reach a consensus on several of the key issues. A special session was held with the members of the Regional Transit Coordinating Committee (RTCC) following the Steering Committee workshop. The objective of this meeting was to identify and discuss the issues which had been resolved and to seek additional input on those issues which were still outstanding. A briefing session was held \vith the municipal CAO's and with GO Transit senior management. These meetings confirmed the support for the genoceJ concl'lsions. A series of meetings was held with each of the municipal councils to review the progress of the study and solicit input. Each Council raised speCific issues. including equity of various fare structures, the need to accommodate and utilize GO Transit's continued presence In the corridor, assurance of continued access to similar or better levels of service, and minimizing overall cost to individual municipalities. A final working session was held with the Steering Committee to: - confirm the selection of the preferred service design; - identify and resolve outstanding issues with respect to fares; - review options regarding fare payment methods; - review cost allocations and implications; and - discuss implementation timing and strategies. Following a review by RTCC, further modifications were made and a Steering Committee held to review the consensus positions of the Steering Committee. These modifications included adding specif~c calculations of costs for extensions of service in Clarington. additional detail regarding the eastern tenninus, opertions interface "ith local operators, revisions to the detailed service design and additional analysis of common elements. These changes are reflected in summary form in this report; details of this and all the analyses can_be found in the report: H"Y.21Hwy. 401 Corridor transit Services Review - Technical Report to the Steering Committee, dated September 1999 by ENTRA Consultants Inc. An implementalion program was also developed, providIng a detailed list of activi- ties to be completed in advance of a proposed launch date. It is expected that a launch date can be set approximately 12 months after approval to proceed with implementation. ENTRA Consultants {ne 16 1 59 3. Existing Situation This section describes the various transit services operating in the corridor and the types of travel patterns they accommodate. This deScription is presented to help develop an understanding of the current situation, as a base for the evolution of Integrated services. 3.1 Current Demand Profiles Approximately 2.2 million nips are made each year on the vatiety of transit services available in the Highway 2 corridor. LOCAL SERVICE Local nips in the Hwy. 2 corridor inClude approximately SOO,OOO annual nips provided by the local municipal services and approximately 12S,OOO trips on GO Transit. A review of the local nip patterns shows a strong inverse correlation between the number of local nips provided by GO Transit and the amount of municipal transit service available In the corridor. For example, Oshawa operates the most frequent municipal service on Hwy. 2 and GO Transit carries the fewest local nips In this area. INITRMUNICIPAL SERVICE Intermunicipal nips pro\ided by the local municipalities account for approximately 275,000 annual nips. In addition to these, GO Transit carries about 225,000 nips annually on the Highway 2 service and approximately 400,000 on the Train Meet buses connecting Clarington and the Durham GO Rail stations. RECIONAL SERVICE ApprOximately 65 percent of the passengers carried by GO Transit on the Hwy. 2 service are regional trips accoUnting for approximately 650,000 annual trips. Of these, westbound nips are destined for the Scarborough Town Centre and North Toronto (York Mills, Yorkdale and Finch) in approximate equal proportions with a small portion destined to the east Scarborough area. Regional nips per ~apita between Toronto and the Durham mUniclpallties generally decrease as travel distance increases, with the largest number of per capita nips coming from Pickering and the smallest from Oshawa. 3.2 Growth Scenarios 3.2.1 Population and Employment Growth There is considerable opportunity for growth In transit ridership In Durham. If transit ridership grows at or near the rate of population growth through 2011, this represents a potential growth of approximately 50 percent"or approximately 2,500 daily intermunicipal and local nips in the corridor. 3.2.2 Modal Split Increases A modest change in modal split from the existing Durham modal split of to percent to ENTRA Consu!rants Inc 17 1 60 Local Trips Local trips are those which are completed within the boundaries o{ a single municipality. These trips are typically carried by the local municipal transit service. Inter-municipal Trips Inter-municipal trips are those that begin in one municipality and end in another municipality within Durham Regio(" plus local Pickering routes which serve Rouge Hill GO station. Regional Trips Regional trips are those which are made be. tween Durham and the City of Toronto, plus trips between Newcastle or Bowmanville and the remaining service area in Durham Region. There is substantial potential {or growth Page 3 Service will be provided at base levels no less than that currently provided by the regional services. Fares will encourage intermunidpal travel within Durham. Free transfers will be permitted between local and intermunicipal services. Page 4 , II percent of all travel, would increase overall nips in the corridor by more than 15 percent. This same Increase, combined with population and growth increases, results in a potential ridership increase of 60 percent. 3.2.3 Implications for Growth The types and extent of growth deSCribed here can be expected over the mediwn to long. term planning horizons 2011 and 202 L In the immediate term. modest ridership Increases can be expected to result from Increased travel opportunities and revised fare structures, but may be reduced by some Initial ridership loss resulting from fare and service changes. For the purpose of this analysis, ridership was assumed to be constant in the immediate period following implementation. 4. Corridor Service Model 4.1 Service Standards and Principles One of the principal objectives of this study process was to develop consistent rational standards for the coordination of services In the Hwy. 2 Corridor. Service standards related to hours and frequency of service, fare structures and transfers are used to guide the inrroduction of new and revised services and application of the standards ensures a consistent response [0 new service requests. The Steering Committee developed service standards with the general philosophy to ensure no reduction of service in any area. 4.2 Recommended Service Plan The recommended service plan illustrated In Figure 1 includes integrated service in the Hwy. 2 corridor and retention of the existing Train Meet service connecting Clarlngton communities with the Durham GO Rail stations as well as the Hwy. 401 services. HOURS AND FREQUENCY OF SERVICE Continuous intermunicipal service will be provided at base levels no less than that currently provided by the regional services. In almost all periods, Intermunicipal service In supplemented by a continuous service link from Courtice Road to Port Union Road, operating exclusively on Hwy. 2. [n peak periods, intermunicipal service is further supplemented to meet peak demands in Whitby, Oshawa and Courtice. FARE POUCy Fare structures "ill include a [are which encourages intermunicipal travel within Durham. This [are structure will protect the current fare agreements already in place for intennunicipal travel between several Durham municipalities. Free transfers will be permitted between all local services and the intermuniEipal service, subject to an applicable premium fare if a fare boundary is crossed. No free transfers will be permitted between local or inrermunicipal services and the regional services. E\JTRA Consulrancs Inc 1 ,. -::> 1161 Recommended Service Plan " '. (J', rv j,.... Regional and Intermunicipal Services both Operate in Highway 2 CD - KEY STOP LOCATIONS . GO RAIL STATION REGIONAL SERVICE INTERMUNIClPAL SERVICE Highway 2 - HIghway 401 CorrIdor Transit Service Review ~ EN T RA CONSULTANTS INC. GO Transit is recommended as the operacor of integrated regional and inter- municipal services Infer.municipal services should terminate at Port Union Road in the initial srages of service. Tire exrension ofinfer- municipal services to Bowmanvil/e and Newcastle should be examined in detail by {he Operarions SubCommirtee, rogerher with the MunicipnUty of Claringcon. Service should be provided with single- door ope.ration. In the shorr. term, all operacors should share route and schedule information. Later, information services shouid be rransferred ro a cenrral call facility. AU local and corridor jOervice vehicles should be equipped with cel/ phones. A process for planning and implemenfarion of H'rvrces will prOvide a (arum (() (oster ,"onlmutlicQ{ion and i"tWfJerurive planning IJaljl! 6 .- 4.3 Other Components of the Plan 4.3.1 Operators The proposed operational service plan could be operated by any of the four existing local operators, GO Transit. or a third-parry conrractor. However, there are substanUal cost implications relared to the choice of operators and rhis study concludes that GO Transit should provide the integrated services in the corridor, with local planning conrrol. 4.3.2 Western Terminus The selection of an appropriate western terminus is an operaUonal decision that should be tailored from time to time to meet the specific demands of the passengers. Three options for a western terminus include the Rouge Hill GO Station, the MOmingside TIC loop and the Port Union Road area. In the short term, Port Union Road is recommended. 4.3.3 Eastern Terminus lntermunicipal service were originally designed to provide service..to the community of Newcastle, using an on-street loop to provide limited local service in the village. While still an opUon for the medium- to long. term, however, the short-term intermunicipal service stops at CourUce Road, using the same on-srreet loop as the currenr Oshawa Route ~. Regional services to Bowmanville and Newcastle will continue as they are today. 4.3.4 Equipment The conclusions of the fare options analysis (see SecUon 6), suggests that single-door operation will be req'!!red in the short- to medium-term, making the existing configuration of vehicles used In the corridor services acceptable. 4.3.5 Communications P'JBUC COMMUNICATION One of the critical elements of a comprehensive, integrated service is communication with customers. Apart from the actual connection of various services, customers' ability to get all the necessary travel information from a single source is the most important aspect of the service. In the shorr-term, all operators should share route and sch.dule informaCion. Later, informacion services should be transferred to a central call facility. Bus-ro-Bus COMMUNICATION With the proposed Hwy. 2 inrermunicipal service replacing or modifYing many of the local rOli'es currently operating in the corridor; it is essential that buses assigned to the new Hwy. 2 corridor service be able to communicate directly with the local routes in each municipality. AI/local and corridor service vehicles should be equipped with cell phones. configured to prOvide easy and effecUve bus-to.bus communication. ACENCY COMMUNICATION (nrer.agency communicaUon, particularly between local operators and the regional carrier is key to the success of inregrated semces. A process for planning andlmplemenration of sef\.ices \.....i11 provide a forum to foster communicJtion and t'ooperaTlve planning:. fNTR..\ ("cHtsulwncs 1m.: 201163 , , ' 4.3.6 Fare Collection Technology Recognizing that each municipality has its own revenue management system in place, the recommended fare option can be accommodated within the existing fare equipment on the regional buses. As the corridor service grows, advancing to a more efficient fare payment/regisrration process may be justified. This couid be accommodated by the introduction of smart card technology throughout the region. Introduction of a more advanced technology may be an excellent opportunity for a GTSB demonstration project to highlight the initiatives being taken In Durham Region. 4.3.7 Accessibility Pro,iding accessible services is recognized as an important element of an Integrated service. Several local municipalities have short-term plan to introduce accessible vehicles to their regular route services in the Hwy. 2 corridor. For the intermunicipal services, it will be appropriate to introduce specialized equipment ( including low-floor buses) as extras during certain periods of the day. As the local operators and municipalities expand their accessibility plans to serve the overall needs of their muniCipality, the requirements for low-floor or other accessible vehicles in the Hwy. 2 corridor should be considered. 5. Fare Issues 5.1 Fare Boundaries The recommended fare option divides the service area into two fare zones. These zones 'float' based on the origin of the passenger's trip. The first zone Includes the municipality in which the trip begins and the adjacent Durham municipality to both the east and the west. Travel anywhere within this zone requires payment of the local municipal fare, including transfers. Travel outside of this fIrst zone requires an additional fare. 5.2 Fare Levels Analysis of fare levels attempted to balance the desire to maintain fare levels as close to existing as possible with the need to minimize any operating deficits. Each municipality also currently maintains a variety of concession fares for different demographic groups and levels of transit use. It was deemed crucial by the committee to keep the base fare close to the current level with the existing discount structures In place, so as not to affect existing passengers who will only use the local system. The recommended fare levels include a base fare of $1.75, with the typical concession fares applied for seniors, children, monthly passes and such and a premium for two zone travel of $ 1.75 with NO discounts applied. ENTRA Consultants Ine 21 1 64 [nitial fare media and technology should comprise cash, tickets and passes, with further examination of smart card applications. Integrated transit services should be introduced to the Hwy. 2 corridor with existing lU/ulpment features_ Corridor services should integrate accessibility options with other regional and local accessibility initiatives. A 'floating' cwo-zone fare is recommended Base fares should be similar to existing local fare structures Base fares should be SI.75 with premium fare of 51.75 Page 1 Advanrages cost responsibility related to amount of service is intuitively correct; easy to calculate and administer. Disadvantages reqUires each service segment to be examined individually to determine specific municipal costs. GO Transit services operate as an integrated system. poge 8 6. Cost Allocation Models Integrated regional and intermunicipal services in the Hwy. 2 corridor make use of spare capacity on the regional services by introducing a new intermunicipal fare structure. While overall ridership increases, revenue decreases because of the lower fare structure on all intermunicipal trips. The lower revenue creates a deficit, which was the basis for investigating several cost allocation models. The preferred model, accepted by Steering Committee members, councils and staff was one which calculates net deficits from intermunicipal costs and revenues and allocates the deficit among the municipallties based on the amount of service each receives_ The amount of Intermunicipal service is calculated from the quantity of revenue-kilometers operated in each municipality. 7. Costs 1.1 GO Transit-Related Costs Elimination of the GO Transit bus services in Durham was examined as an option and found to have several implications for the GO Transit system as a whole and for Durham Region. GO Transit bus services in the Hwy. 2/Hwy. 401 corridor currently operate at a cost recovery level of apprOximately 100 percent, with an operating budget of apprOximately S 5. 7 million. This means that elimination of services would reduce costs AND revenues by an equal amount, with no net savings. Also, GO Transit's Hwy. 2/Hwy. 401 corridor services are operating as an Integrated system, and making substantial changes to any of the elements has implications for the others. Significant change to the Hwy. 2 portions of the service, for example, would result In higher costs on the Hwy. 401 components, along with ridership and revenue impacts. The result would be to move the corridor services Into a deficit position. 1.2 Implications of Separating Regional and Inter-municipal Services The cost implications of providing regional and intermunicipal service ~s two completely separate operations was also investigated. During peak periods, the existing regional service levels are designed to meet passenger demands for service at the peak point on the route, which is approximately the Pickering/Toronto boundary. This has two important implications for the Intermuniclpal services. First. it means that there is spare capacity east of the current peak point. During peak hours, this comprises almost all of the service area of the proposed intermunicipal services. Spare capacity increases to the east, and provides an opportunity for an Integrated intermunicipal service to use that capacity before needing to add additional vehicles. This results in cost savings. [N"fRA Consu/(anls [nc 22 1 65 Second, the existing regional vehicles in service during the peak hours are all required to meet the peak point demands for regional trips at the regional boundary. This means that even if alllntermunicipal riders (approximately one-third of the peak period riders) were diverted from the regional buses to a new intermunicipal service, regional service could not be reduced. As a result, there would be no regional cost savings to help offset the costs of the Intermunicipal services. The implication of separating the regional and intermunicipal services - a 'split service' - is substantial higher operating costs than the existing system. While the proposed intermunicipal service operates at a deficit, there are offsetting municipal savings which reduce the overall costs of service in the corridor. With split services, the higher intermunicipal costs exceed the potential local municipal savings, resulting In a net increase in corridor costs. Recommendallon of an alternative with this result would be contrary to the study objective to reduce costs and achieve greater operating efficiencies. 7.3 Cost Details Table 1 summarizes the costs of the recommended intermunicipal services under the recommended scenario. This scenario combines regional and Intermunicipal services in the H"y. 2 corridor. The table also presents representative costs of a 'split service' option. Municipal cost shares for the intermunicipal services are determined based on the recommended cost allocation model which apportions net costs according to the amount of service each municipality receives. Table I Intennuniciool Cost Summarv Total Cost Net Cost Picketing Ajax Whitby Oshawa C!arinp;tOIl Split Service Regional Component 4900 750 12S 156 158 166 145 Intermunidpal Component 2375 568 147 129 130 113 Sl Total 7700 1300 272 285 288 279 196 Intel:l<lted Service 6550 270 5S 59 ro 72 21 Municipal coses may noC add to n~t cost due to rounding Clarington coSlS in Split Service options Include costs of operating Intermunlclpal service Co Newcastle. The Municipality of Clarlngton is in a unique position since it does not provide its own locai transit services. Introducing intermunicipal services represents a significant new expenditure for the Town, and options were requested by Clarington which minimized the initial investment. In the future, services could be extended In one of two ways. First, the same fare structure applied to the proposed intermunicipal services could be applied to the existing regional services to Bowmanvil1e and Newcastle, increasing the operating deficit for the Train Meet service. Service to Bowmanvi1le, would increase Clarington's contribution by approximately 512,000 to a total of approximately 533,000 overall. Further extending the fare arrangement to Newcastle would increase Clarington's contribution by an additional 510,000 to 543,000 overall. These are short. term estimates EtvrRA Consullanls tn' 23 1166 Integrated regional and intermunicipal services lead to the most cost-effective service. Page 9 The Municipality of Clarington, with the Operations Sub- committee, should investigate future service and fare options for intennunicipal and local services. No change to local autonomy in transit decisions is proposed The involvement of the CAO's group is especially important where proposals result in shared municipal costs and require approval of all four muniCipalities. Page 10 which could increase in subsequent years. Second, Integrated jntermunicipal services could be extended from Courtice Road to Newcastle, with adjustments to the regional train meet service. This wouid provide a higher level of service, and in the short-term, this level of service is not likely warranted. Because of the large gaps between the urban areas where revenues would be low, the overall deficit increases by over 5100,000. 8. Organizational Structures DefIning new processes for the Integrated planning and implementation of transit services In the Region is critical to the plan's success. Previous studies have examined and recommended a variety of technical solutions which have not been implemented for a number of reasons. The recommendations propose revisions to streamline the decision- making process and improve communication and coordination among the Operations Subcommittee of RTCC. Without a different process, there cannot be a different outcome. 8.1 Participants The proposed concept makes slight adjustments to the current responsibilities of the participants in terms of funding and decision-making. LOCAL OPERATORS Pickering, Ajax, Whitby and Oshawa will continue to be responsible for funding and operating their own local services. GO Transit will continue to be responsible for and make decisions regarding regional transit services. QPfRA1JONS SUB-COMMfTTEf The Operations Sub-Committee members will continue to use their own individual staff resources, initiate proposals and respond to requests from the RTCC and report to the RTCC. In this context however, the Operations SubCOmmittee will also examine service requirements for intermunicipal services and make recommendations to the RTCC. RTCC The RTCC will continue with its current membership and mandate. CAO's ADMINISTRATORS GROUP This group is introduced to facilitate the introduction of issues to the municipal approval process. The six chief administrative officers and the Managing Director of GO Transit would meet with the RTCC. at the RTCC's request, where service change proposals will require municipal council decisions. ENTRA Consultants foe 24 1 67 MUNICIPAL AlVD REG/ONAL COUNCILS Each of the local municipalities will continue to determine their own transit requirements and be responsible for their operations with the approval of the municipal councils. Each municipal council will continue to be responsible for determining and approving transit operations and expenditures In their own municipality, or for their municipal component of shared expenditures. The role and function Durham Regional Council and its Planning Committee will not change. GO TRANSTT GO Transit Board will continue to approve its own operations spending, as determined by the Greater Toronto Services Board. 8.2 Approval Process To implement transit system changes In Durham Region under the proposed system, this study recommends that Intermunicipal transit services be operated and coordinated as follows: local municipal transit services are operated by [he existing municipal operators; GO Transit operates integrated regional and Intermunicipal services; the Operations Subcommittee of RTCC determines the Intermunicipal operations and service details; and'~ local municipalities sharing costs of intermunicipal services. It is important to note that this process does not require Regional Council to seek or obtain authority to operate transit services. The process continues to rely on the approval of Individual municipal councils for services to be implemented, yet provides an overall coordination context to ensure that proposals support the development of coordinated transit services throughout the corridor. ENTRA Consultants Inc .):::-' r..~ 68 No change is proposed to the role of rmmici- pal and RegIonal councils. Page 11 Each objective of the study has been met by the recommendations Page /2 10. Summary 10.1 Goal and Objectives The goal of this study is to develop a strategy which rationalizes the roles and responsibilities of the five operators in the delivery and operation of the transit services In this corridor. Table 2 reviews the study objectives and how the recommended service meets those objectives. Table 2 Review of Study Objectives OBjECTNE enhance Inter.municipal mobility, by providing a more attractive and efficient transit service between municipalities In Durham and Into Toronto improve customer service, by enhancing quality and raising public awareness of the system and how it operates; reduce costs and achieve greater operating efficiencies. by eliminating duplication, sharing resources, and streamllnlng operations; and increase ridership and revenues, resulting in more efficient and flexible transit service, which better meets the needs of current and fu ture users. SOLlITION service designs provide for higher leVels of service for local and Inter-municipal nips; fare structure permits substantial areas of travel at local fares service designS provide higher levels of service; communication recommendations include centralized information, coordinated planning and improved operational communication Inter-municipal services operate at deficit shared by local municipalities; overall system cost reduced; service des~ use existing spare capacity to eliminate o duplication and reduce cost estimates show stable ridership through implementation, with substantial growth potential; revised roles and responsibilities ensure coordinated planning of expansion services. 2.... _0 1 ENTRA Consultants Ine 69 . 10.2 Issues and Resolution Throughout the study, the process was designed to identify and resolve as many issues as possible In an open and consultative fashion. Table 3 is a complete list of the issues that were identified throughout the study and their resolution. Table 3 Issues and Resolution Summary access to Hwy. 2 for local services accessibility and low-floor buses bus-to-bus communication complicated information system - no single source of information consistency of fare strUctures duplication of services fair and equitable disnibution of costs and revenues fare collection and payment methods flat fare for travel in Durham job losses for GO Transit!local operators lack of communication between municipal operators and GO Transit local stop frequency and placement municil1al autonomy o'Jer for example, Tares and local route strUctures must reschedule local services due to corridor change presence of GO Transit in corridor route diversions and stop frequency serving local surges In demand service to local trips by regional carrier single-door versus two-door operation timed connections In corridor ~\.esrem terminus point " local services will continue to have access to Hwy. 2 for local routings 0 " to be addressed in context of local plans " cell-phones recommended " coordinated information system through sharing, then centralization _ I equitable fare structure; rationalized local 'I fares recommended but not required In short-term " spare capacity used to reduce costs and eliminate duplication " unanimously supported cost allocation model " fare collection accommodated with existing equipment " unanimously rejected based on revenue projections eliminating duplication to reduce costs " will reduce local driver requirements; jobs may be reassigned. " revised planning process recommended to be determined during implementation " maintained without change " maintained without change " required anyway to coordinate services " conHrmed as most cost effective " requires adwtionallocal analysis " local services controlled by municipalities " eliminated " confmned single door appropriate " addressed through planning process " flexible in medium and long term EIVTRA Consultants tnc 2"" - ( 70 Each issue raised throughout the study was defined, examined and resolved. Page /3 -...J ~~ ......, 0> ~Hl ...,= ~~ :. Z ~~ ,0 joooio :. .... 6.... => CLARINGTON CONVENTIONAL TRANSIT FARE COMPARISON . '. EXISTING GO TRANSIT BASE FARE STRUCTURE I FLOATING 2 ZONE $1.75 BASE FARE PLUS $1.75 PREMIUM FARE WHEN REQUIRED (DIFFERENCE BETWEEN EXISTING AND PROP 'BOARDING LOCA TlOW REGIONAL DESTINATIONS "NEWCASTLE* BOWMANVILLE COURTICE OSHAWA WHITBY AJIV< PICKERING 2.45/1.75{-O.70) 2.45/1.75(-0.70) 2.85/1.75(-1.10) 3.30/1.75(-1.55) 4,05/3.50(-0.55) 4.65/3.50(-1.15) 5.36f3.50(-1.86) NEWCASTLE *BOWMANV1LLP COURTICE OSHAWA WHITBY AJIV< PICKERING 2.45/1.75(-0.70) 2.45/175{-0.70) 2.45/1.75{.0.70) 265/1.75(-0.90) 3.35/3.50(+0.15) 3901350(-0.40) 4.60/3.50{-1.10) NEWCASTLE BOWMANVILLE *CQURTICE* OSHAWA WHITBY AJIV< PICKERING 2.85/1.75(-1.10) 2.45/1.75(-0.70) 2.45/1.75{-0.70) 2.45/1.75(-0.70) 2.85/3.50{+O.65) 3.45/3.50(+0.05) 4.15/3.50{-0.65) Fi4Rf.