Halifax Transit

[Dmajackson]

BTW fellas I was slightly off. Route 1 is on ten minute frequencies from 6am-3pm then twenty (3pm-450pm) then ten (450pm-6pm) then fifteen (6pm-1215am) from Mumford-Dartmouth. The other direction is just odd scheduling.

[Jstaleness]

I thought I read somewhere that Metro was thinking of buying some new Articulating buses. Anyone know if that's true?

[hfx_chris]

Hopefully Metro Transit will go for a more serious route review when the new garage opens. hfx_chris any chance this might happen?
Metro Transit had a few open houses a couple weeks ago, I unfortunately was unable to attend any of them, but I was told that a major overhaul of the routes was in the works. I believe the plan is to move toward a more proper hub and spoke system, with high capacity and high frequency routes between the hubs. An example that was supposedly given was for routes like the 59, 61 and 68 in Dartmouth to terminate at Portland Hills, and have a high frequency high capacity new route running between Portland Hills and downtown Halifax.

I thought I read somewhere that Metro was thinking of buying some new Articulating buses. Anyone know if that's true?
A tender was put out and awarded for three 60-ft diesel-electric hybrids for a downtown shuttle service, dunno what the status on that is.
Also a much larger tender was put out (not sure if it's been awarded yet) for up to 45 regular diesel artics. Dunno if some of them might be put aside for MetroLink or if they're all slated to be for conventional service.

[Halifax Hillbilly]

Metro Transit had a few open houses a couple weeks ago, I unfortunately was unable to attend any of them, but I was told that a major overhaul of the routes was in the works. I believe the plan is to move toward a more proper hub and spoke system, with high capacity and high frequency routes between the hubs. An example that was supposedly given was for routes like the 59, 61 and 68 in Dartmouth to terminate at Portland Hills, and have a high frequency high capacity new route running between Portland Hills and downtown Halifax.

Probably a decent idea - the length and twistiness of the current system makes it impossible to get anywhere quickly, plus the frequencies stink. It will be interesting to watch as this unfolds.

A tender was put out and awarded for three 60-ft diesel-electric hybrids for a downtown shuttle service, dunno what the status on that is.
Also a much larger tender was put out (not sure if it's been awarded yet) for up to 45 regular diesel artics. Dunno if some of them might be put aside for MetroLink or if they're all slated to be for conventional service.

45 articulated buses - quite a big order. That would be in the $30 million plus range probably, if the buses are $700,000 each. We're getting pretty good expansion of conventional services, hopefully this order helps push MetroLink into Clayton Park and Spryfield.

[someone123]

Sounds like good news, because an overhaul is really in order. Halifax is a smaller city but it still has plenty of routes with high demand that should have much better service levels.

I live near a major but secondary road in Vancouver's West Side (4th). It has two express buses (one downtown, one crosstown - 8 min frequencies) and a comparable local bus. The main bus 5 blocks from here runs every 2 minutes at peak hours.

Halifax should have at least one or two main routes that have something like 5-10 min frequencies but go up to about 2 minutes at peak times and run largely along dedicated lanes. Transfers would become much easier and the smaller routes could feed into those.

Beyond that the city should start on elevated, automated LRT with small trains and high frequencies. Imagine how useful that would be if it even just went 1-2 km around the downtown area (or, better yet, served the downtown, Spring Garden Road, hospitals, and universities from connections with downtown ferries and express buses).

[Halifax Hillbilly]

Sounds like good news, because an overhaul is really in order. Halifax is a smaller city but it still has plenty of routes with high demand that should have much better service levels.

I live near a major but secondary road in Vancouver's West Side (4th). It has two express buses (one downtown, one crosstown - 8 min frequencies) and a comparable local bus. The main bus 5 blocks from here runs every 2 minutes at peak hours.

Halifax should have at least one or two main routes that have something like 5-10 min frequencies but go up to about 2 minutes at peak times and run largely along dedicated lanes. Transfers would become much easier and the smaller routes could feed into those.

Beyond that the city should start on elevated, automated LRT with small trains and high frequencies. Imagine how useful that would be if it even just went 1-2 km around the downtown area (or, better yet, served the downtown, Spring Garden Road, hospitals, and universities from connections with downtown ferries and express buses).

I agree we need some higher order routes with higher frequencies and capacities, and with some work you could sell me on an on-street LRT system, but a Sky-Train - not at all suited to Halifax. Unless you're moving ten or fifteen thousand people per hour in one direction its simply overkill. In a metropolitan area of 380,000 people (300,000 or so in the urban parts of HRM) those numbers simply don't exist. Plus construction costs would be likely 100 million per km. That's big city transit and I doubt Halifax will ever hit half a million urban residents, let alone two million like in Vancouver. I really think it's an apples-oranges comparison.

[someone123]

Vancouver has three rapid transit lines, two of which have underground segments, that cover on the order of 70 kilometres. Most people here think that the city is underserved by rapid transit, and I agree - they should also build the Evergreen line and an extension along Broadway to UBC.

There is nothing even remotely analogous to this kind of investment in Halifax, nor is there the same spirit of seriously tackling the problem of building proper infrastructure and exploring the introduction of novel technology.

I find the "big city transit" argument really tiresome, along with its not-yet-dead ancestor, reverse Maritime exceptionalism (no matter how things actually look, they must be worse than everywhere else!). Having lived in Vancouver and Toronto and having been to places like New York and Los Angeles I am aware of the fact that Halifax is not a large metropolis, but people there are too quick to reject the experiences of other cities.

Instead of offhandedly rejecting elevated trains (and, let's remember, the city's not even there - they reject all rail transit), it makes a lot more sense to look at the actual costs vs benefits. The infrastructure is more expensive, for example, but it can be easily automated so that drivers and not needed and so that it is feasible to run smaller trains. This is very significant for a line that will exist for 50-100 years, and in Halifax it's the kind of thing people never even think about because it's supposedly too rich for the city's blood or whatever.

I don't think that Halifax will stop growing before it hits 500,000 people. The last StatCan estimate was that it added something like 6,000 people in 2008, making it one of the faster growing cities in Canada, probably comparable to Vancouver. Again, the attitude that the bottom is always about to fall out is poorly supported exceptionalism. A more reasonable explanation is that growth will more or less continue as it has for the past 250 years or so, and that if nothing is done now then the city's infrastructure will be lacking in 15-20 years. Of course, if the good old Maritime attitude holds then people at that point will tell themselves that that's to be expected there and that the city's about to stop growing at any moment anyway - why build transit in a little town of 500,000 that will never hit 750,000? ;)

[Halifax Hillbilly]

I find the "big city transit" argument really tiresome, along with its not-yet-dead ancestor, reverse Maritime exceptionalism (no matter how things actually look, they must be worse than everywhere else!). Having lived in Vancouver and Toronto and having been to places like New York and Los Angeles I am aware of the fact that Halifax is not a large metropolis, but people there are too quick to reject the experiences of other cities.

Why is this a tiresome argument? Big cities and little cities operate very differently and have very different transit needs. One of the biggest reasons you build rail in dedicated right-of-ways (whether at grade, elevated or underground) is to get a combination of speed, high frequency and train length to move a lot of people. The experience of other cities seems to be that you have to be much larger than Halifax to support this kind of system.

[Dmajackson]

I don't want to restart this debate but I'm not in favour of rail-transit.

I much prefer the ferry idea with using Halifax as the hub and having terminals in Burnside, Purcells Cove, Mill Cove, Birch Cove, and Eastern Passage initially.

[hfx_chris]

May I ask why you are not in favour of rail?

[Keith P.]

I don't want to restart this debate

Well, you just did... ;-)

but I'm not in favour of rail-transit.

I much prefer the ferry idea with using Halifax as the hub and having terminals in Burnside, Purcells Cove, Mill Cove, Birch Cove, and Eastern Passage initially.

And I'm just the opposite. I think it is asinine that we have a potential rail corridor around virtually all of the peninsula, with the exception of the area of downtown between the Casino and the Westin, and yet it is being totally ignored.

I remain convinced that ferries are never going to be a viable option for the majority of commuters.

[Dmajackson]

May I ask why you are not in favour of rail?

Well for one it would require purchasing land from CN to build a dedicated line out past Birch Cove (only one line out here and CN is very greedy) at the very least and believe me Bedford has tried purchasing or leasing land for overpasses and other stuff and CN won;t budge so its useless to waste thousands of dollars on.

Two, the cost would run into the hundreds of millions and won't even get people to the heart of dowtown. And in case you're wondering I do not consider the Westin part of Downtown because most people work up towards the financial district.

Well, you just did... ;-)

Oh well these Bedford vs. HRM fights are always fun :P

And I'm just the opposite. I think it is asinine that we have a potential rail corridor around virtually all of the peninsula, with the exception of the area of downtown between the Casino and the Westin, and yet it is being totally ignored.

I remain convinced that ferries are never going to be a viable option for the majority of commuters.

The same could be said for ferries. Hallifax has a huge harbour with tonnes of potential and only two measly ferry routes on it. The downtown is on the waterfront along with other high density areas like Mill Cove, Birch Cove, Eastern Passage, Fairview, and Purcell's Cove and some of those areas have little to no transit service and no rail lines.

Don't forget that if rail were built HRM would want to make its money back so the fares would skyrocket while the ferry fares could stay low as long as the terminals aren't overly fancy.

Besides here in Bedford, for example, if you want to take the rail or bus you have to walk down to the waterfront area so why not take the option that gets you closer to your work?

One thing I should make clear is I'm in favor of rail-transit once we get decent service on proven modes in place first (ie Ferry, BRT). Also for anyone who might think theres a benefit for ferry over rail for me remember this; the ferry terminal would be a 30min bike ride while a Sunnyside rail-terminal would be a 5min bike ride.

[Dmajackson]

Oh and one other thing Eastern Passage and Burnside would be very unfeasible to get rail transit to from Downtown.

So at the very least Eastern Passage should get a ferry terminal. :)

[someone123]

Why is this a tiresome argument? Big cities and little cities operate very differently and have very different transit needs. One of the biggest reasons you build rail in dedicated right-of-ways (whether at grade, elevated or underground) is to get a combination of speed, high frequency and train length to move a lot of people. The experience of other cities seems to be that you have to be much larger than Halifax to support this kind of system.

It is tiresome because it is a reductionist straw man argument. First of all, it's just not true that dedicated ROW rail transit is exclusively used in large cities (see: http://en.wikipedia.org/wiki/List_of_light-rail_transit_systems). Light rail is common in mid-sized cities, which Halifax is on the verge of becoming. More elaborate underground systems tend to be found in large cities with millions of inhabitants, but even then it's not exclusive (Edmonton, for example, had 445,000 people when construction started on an underground segment in the 70s - http://en.wikipedia.org/wiki/Edmonton_Light_Rail_Transit#History). Rennes, population 210,000, has a subway - http://en.wikipedia.org/wiki/Rennes.

It cost under $20M per mile to build light rail in cities like Salt Lake and Buffalo, and Halifax could totally handle this cost (remember how the HRM was okay with the CWGs until they ballooned past $750M or so...). It's significantly smaller but it is also much more densely built up and has a much better-used transit system (kind of impressive given its poor quality - US systems by comparison are gold-plated and yet nobody takes them). It is also important to note that many mid-sized or small cities are currently planning or studying the possibility of creating rail-based rapid transit and as the technology becomes more common costs will come down.

The reality is much more complicated than "big cities get rail, and in Halifax you have to take the bus". Halifax isn't stuck with buses because it's small, it's limited to buses because of a lack of ambition and creativity. The demand and tax base is there but the transit services are not, sadly.

[someone123]

Two, the cost would run into the hundreds of millions and won't even get people to the heart of dowtown. And in case you're wondering I do not consider the Westin part of Downtown because most people work up towards the financial district.

This is just not true. The original commuter rail proposal called for a budget on the order of $15-30M. An extension along Hollis or Water Street would cost a few million dollars extra. This is in the same ballpark as the cost of the express buses to Dartmouth.

The rail debate in the city has been very confused.. for some reason people talk as if this is the only option for rail in the city, and as though it will cost an arm and a leg. I wish we'd see a real, worthwhile study of rapid transit options for the entire region and their respective costs and projected ridership.. maybe then we would see real debate about actual possibilities.

[Dmajackson]

^Remember that $30 million will get all of the miles done between Halifax and Bedford via ferry while via rail there are many miles between them.

Oh and here's a correction to your last sentence:

The reality is much more complicated than "big cities get rail, and in Halifax you have to take the bus or ferry".

[Dmajackson]

This is just not true. The original commuter rail proposal called for a budget on the order of $15-30M. An extension along Hollis or Water Street would cost a few million dollars extra. This is in the same ballpark as the cost of the express buses to Dartmouth.

The rail debate in the city has been very confused.. for some reason people talk as if this is the only option for rail in the city, and as though it will cost an arm and a leg.

It will cost a lot more since CN doesn't sell or lease land so a brand new line would have to be built along with the stations and purchasing the trains. Also due to proximity of the water infilling would have to occur to connect it to Bedford and Sackville.

[someone123]

The original cost estimates included the cost of the trains and platforms.

Building a new line is a totally different prospect from using the CN rail cut. I don't think anybody would propose constructing a new line through the South End with a terminus at the Westin hotel.

Ferries are fine but are only a partial transit solution, and at any rate "ferry vs rail" is a false dilemma. If the ferry for Bedford is best then great, run a ferry out to Bedford and then do something different for Clayton Park.

It's also wrong to think of development as a zero-sum game where the city has X dollars to spend. If transit development in Halifax were more ambitious it would be easier to leverage federal dollars and there would be serious spinoffs in terms of increased infill, etc. The biggest advantage of rail transit would be that it would shape the way the city is built; buses don't do this because they don't require permanent infrastructure and ferries only do it in a very limited way.

Even just a North End streetcar project would produce huge dividends but I've never heard it proposed...

[someone123]

Here's a project somebody did on the possibility of creating a streetcar network on the peninsula: http://www.slideshare.net/cresthalifax/an-investigation-into-the-potential-of-modern-streetcars-in-halifax-nova-scotia

They suggest a 7.4 km system that would serve 30,000 residents in the downtown, North End, and Dalhousie areas. It would also be very useful for everybody else getting around the peninsula without a car, and of course there's plenty of opportunity for infill, particularly in the North End.

[hfx_chris]

It will cost a lot more since CN doesn't sell or lease land so a brand new line would have to be built along with the stations and purchasing the trains. Also due to proximity of the water infilling would have to occur to connect it to Bedford and Sackville.

Why exactly would a brand new line need to be built? The trains themselves wouldn't be that expensive, they could purchase second hand diesel units. And as for the stations, how expensive is it to install a concrete platform with a few benches and shelters?
The O-Train in Ottawa was setup at a cost of under $30M.

[Dmajackson]

Why exactly would a brand new line need to be built? The trains themselves wouldn't be that expensive, they could purchase second hand diesel units. And as for the stations, how expensive is it to install a concrete platform with a few benches and shelters?
The O-Train in Ottawa was setup at a cost of under $30M.

Because as I've said a few times CN owns the lines and adjacent lands and does not lease or sell its land so a brand new line would have to be built. For proof of this look at the insane amount of resistance the HUGA is having trying to buy the land above the rail-cut (where CN can't even expand to).

The ferry could also easily be set up for under $30 million. The only reason the price is so high for it is they want the ferry terminal here in Bedford to be a landmark building (with a library, retail, ect) which it doesn't have to be initially.

One thing I am a supporter of is a streetcar system on the Peninsula. Theoretically if there's enough streetcars the frequency of buses in town could drop and be shifted out to the burb's to get more transit out there.

For now I would say get a ferry running between Downtown and Eastern Passage (since there's no chance of LRT for that area), Continue exploring the best option for Bedford (Ferry, LRT, BRT), get the Spryfield and Clayton Park BRT's running, and study the possibility of streetcars in the core.

[Dmajackson]

but on the upside of things;

MetroX bus starts Monday
New express service links downtown Halifax with Upper Tantallon
By MICHAEL LIGHTSTONE City Hall Reporter
Sun. Aug 30 - 4:46 AM

Halifax’s public transit system will expand Monday when commuter bus service is rolled out for the suburban Tantallon area.

Metro Transit’s new MetroX line will provide express bus service from a park-and-ride lot at the Hubley Centre in Upper Tantallon to downtown Halifax and back again.

It’s the start of a commuter program that will bring city transit to park-and-ride lots along the 100-series highways within the municipality, according to Metro Transit’s website. Reducing vehicular traffic and helping the environment are goals of the new service, the website says.

"While MetroX provides its passengers with a worry-free and comfortable commute downtown, (it) is also a great way to reduce greenhouse gas emissions," the website says.

Metro Transit officials are also encouraging commuters to ride their bicycles to a park-and-ride lot when planning a MetroX trip into Halifax. Each MetroX station will have bike racks and lockers, and the buses will have bike racks installed on their exterior.

MetroX vehicles are not the same as the standard city buses that make up most of Metro Transit’s fleet. The new ones will have air conditioning and individual reclining seats. Each bus can accommodate one wheelchair with the use of a lift at the rear.

The buses will accept passengers who stand.

Coun. Peter Lund (Hammonds Plains-St. Margarets) said Saturday the ride from Upper Tantallon to Halifax should take about 30 minutes if traffic isn’t heavy. Return trips during the afternoon rush hour will be about 40 minutes, he said.

A one-way fare for the MetroX bus is $3.25 for adults and $2.50 for seniors and children. Monthly passes cost $100 for adults.

The new bus service follows the introduction of MetroLink, which debuted in Portland Hills in 2005. That commuter bus system, which connects bedroom communities with downtown Halifax, expanded to Lower Sackville in February 2006.

MetroLink’s service has proven so popular that park-and-ride lots in both suburbs quickly had to be expanded.

Politicians from the three levels of government will be in Upper Tantallon on Monday to put their faces — and taxpayers’ dollars — on display while promoting the city’s MetroX program.

Mayor Peter Kelly is scheduled to be there. So is Peter MacKay, Nova Scotia’s project-boosting cabinet minister in the Harper government in Ottawa. Mr. MacKay’s website has a running ticker at the top that lists big and medium dollar amounts attached to projects in Atlantic Canada that the federal Tories have contributed to.

The elected officials "will make an important infrastructure announcement for Metro Transit" at the MetroX launch at the Hubley Centre at 7:30 a.m., a recent release said.

Mr. Lund said the announcement will be about a federal contribution to the MetroX service, which, he added, is covering "the lion’s share" of the funding. He said "public transportation is the No. 1 issue in this area" and noted that a second MetroX route serving the Fall River district is to start next year.

( mlightstone@herald.ca )

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Metro Transit should explore epanding the MetroLinks and MetroX to service the hospitals as well.

[hfx_chris]

Because as I've said a few times CN owns the lines and adjacent lands and does not lease or sell its land so a brand new line would have to be built. For proof of this look at the insane amount of resistance the HUGA is having trying to buy the land above the rail-cut (where CN can't even expand to).
Negative. If this were true, how do other commuter rail systems operate in this country? Hint: they use CN tracks, and build their stations on CN land.
And you're going to have to tell us what HUGA stands for...

[Dmajackson]

Negative. If this were true, how do other commuter rail systems operate in this country? Hint: they use CN tracks, and build their stations on CN land.
And you're going to have to tell us what HUGA stands for...

HUGA is the Halifax Urban Greenway Association. They have the first phase approved and funded but for the last year has been held off because CN refuses to let them buy or use their land on the top part of the rail-cut and something like a path with a chain-link fence wouldn't even interfer with the CN lands. I can't even imagine what they would say to trains right on the track taking up space.

[Halifax Hillbilly]

It is tiresome because it is a reductionist straw man argument. First of all, it's just not true that dedicated ROW rail transit is exclusively used in large cities (see: http://en.wikipedia.org/wiki/List_of_light-rail_transit_systems). Light rail is common in mid-sized cities, which Halifax is on the verge of becoming. More elaborate underground systems tend to be found in large cities with millions of inhabitants, but even then it's not exclusive (Edmonton, for example, had 445,000 people when construction started on an underground segment in the 70s - http://en.wikipedia.org/wiki/Edmonton_Light_Rail_Transit#History). Rennes, population 210,000, has a subway - http://en.wikipedia.org/wiki/Rennes.

It cost under $20M per mile to build light rail in cities like Salt Lake and Buffalo, and Halifax could totally handle this cost (remember how the HRM was okay with the CWGs until they ballooned past $750M or so...). It's significantly smaller but it is also much more densely built up and has a much better-used transit system (kind of impressive given its poor quality - US systems by comparison are gold-plated and yet nobody takes them). It is also important to note that many mid-sized or small cities are currently planning or studying the possibility of creating rail-based rapid transit and as the technology becomes more common costs will come down.

The reality is much more complicated than "big cities get rail, and in Halifax you have to take the bus". Halifax isn't stuck with buses because it's small, it's limited to buses because of a lack of ambition and creativity. The demand and tax base is there but the transit services are not, sadly.

Light rail is common in mid-sized cities yes. Grade separated, automated light rail - not common in mid-sized cities outside of Europe. European examples don't really transfer to North America for a lot of reasons - fuel costs, rates of automobile ownership and urban form being some very big differences. Bigger cities generally require rapid transit because people are travelling longer distances and/or there are large amounts of people to move. My basic argument is that I don't see Halifax ever having to move enough people on any one corridor to justify what would be a very big investment. The money could be much better spent elsewhere providing many lower capacity corridors serving a wider area.

Consider that Edmonton went with grade separated ROW and currently has a 15 km long system with 53,000 riders per day. A huge amount of money and effort went into that underground tunnel. On the other hand Calgary has an at grade, on-street system in the downtown and a 50 km long network that serves almost 300,000 per day. Part of the difference in LRT systems is Edmonton put their initial effort into a tunnel while Calgary was simpler but expanded their system outward. Calgary now needs a tunnel to allow longer trains and shorter headways - the system needs more capacity due to high ridership, partly because the system has much better coverage. I'd take Calgary's system and approach any day - build up the system to the point where the ridership requires grade separation, instead of taking an "if you build it they will come" attitude.

As far as getting enough speed to travel over long distances, which is another reason to go to rapid transit, I think Halifax is in a unique position to try a couple of different modes - high speed ferries, Metro Link, rural express buses and maybe someday a system like the transit way in Ottawa. I don't like the rail cut option, mostly for the reasons that Bedford DJ has stated. And if we're going to argue rail to Bedford and beyond that $30 million dollar figure was probably a decade ago, based on buying used everything, including used diesel locomotives. Rolling stock is not cheap.

Light rail on the peninsula, with the possibility to expand across the MacDonald bridge or out to Spryfield or Fairview in the future, I think is definetly an idea worth talking about. It's an idea that is really growing on me. It fits the urban form of the city, its a very attractive way to travel and it would bring a lot of investment onto the peninsula. Why bury or elevate the downtown section of a streetcar line when it could bring so much life to a street like Barrington or Gottingen? On street you lose speed and capacity but I'm not convinced those are the most important features for Halifax.

[Halifax Hillbilly]

Metro Transit should explore epanding the MetroLinks and MetroX to service the hospitals as well.

I agree 100%. Why make people transfer onto (a yet to be running) downtown shuttle when one or two stops on University could serve so many people at Dal, the VG, and the IWK?

[someone123]

Well, I should be clear that I am also mostly talking about transit for the peninsula and possibly mainland Halifax and Dartmouth in the future. I am not a big fan of the Bedford commuter rail plan - the ferry makes more sense and would be complementary to better transit service in the core.

I would not advocate tunneling in the core but I am guessing that some variant of an elevated system would not be outlandish. Possibly it would be a partial solution for parts of the core - tricky intersections, etc. Keep in mind that this is already done for cars on a bigger scale than would be necessary for rail in many parts of the city.

It's true that people don't travel very far in Halifax, but it is the time savings that are relevant, not distance. People take transit when it is about the same as or faster than driving, and given congestion in the city there is a big advantage to avoiding traffic.

At any rate, a reasonable place to start would be to implement the equivalent of the downtown shuttle service with a streetcar in mixed traffic. That would be a small-scale yet useful rail project. It could be tied in with the planned improvements for Barrington and Spring Garden Road, though at this point it would probably be a bad idea to wait for that since just repaving a street and putting in some new planters takes a few decades for council to deal with.

I think the biggest reason why Halifax transit is subpar right now is parochialism ("it doesn't matter unless it's in my district!") and a lack of ambition, not a lack of potential ridership or funding sources.

[Dmajackson]

I agree 100%. Why make people transfer onto (a yet to be running) downtown shuttle when one or two stops on University could serve so many people at Dal, the VG, and the IWK?

And don't forget Dalhousie is just up the street with the medical campus right across University.

[Jonovision]

Feds put $3.1m in bus line
Ottawa contributes to MetroX service
By Our Staff
Tue. Sep 1 - 4:45 AM
The federal government has contributed $3.1 million to the new MetroX bus line run by Metro Transit in the Tantallon area.

Federal MP Peter MacKay, Nova Scotia Community Services Minister Denise Peterson-Rafuse and Halifax Mayor Peter Kelly were in Upper Tantallon Monday for the launch of the regional express route.

The line provides direct, wheelchair and bike-accessible public transit to free parking lots along 100-series highways within HRM.

"Our government understands that public transit plays an important role in strengthening the economy and contributing to a healthier, more sustainable environment," Mr. MacKay said in a release. "This new regional express service provides a fantastic option for people living in rural Halifax to use public transit to get them downtown, improving the daily commute for all HRM residents and their families."

The buses will have air conditioning and individual reclining seats, and each can carry one wheelchair with a lift system. One-way fares are $3.25 for adults and $2.50 for seniors and children.

"We are pleased to launch this new regional express transit service, the latest in a series being developed to meet the unique requirements of our growing communities within HRM," Mr. Kelly said.

"The introduction of this regional express service will provide another key ingredient in allowing HRM to move forward to expand our regional Metro Transit bus service."

The municipality is picking up $2.5 million of the cost of the project, with the province kicking in $96,000.

"This new service will allow for future growth and help meet the ongoing transit needs of HRM," Ms. Peterson-Rafuse said. "It represents another step in building a greener future for all."

The regional express transit service will operate 10 buses along Highway 103 from the park-and-ride lot at Hubley Centre to the downtown Halifax core. Over the next few years, the MetroX service will expand to other communities in the region outside the traditional transit service boundaries.

A new pilot project in Sambro also started Monday. The community transit run goes from the Ketch Harbour fire station to South Centre Mall, with stops along Ketch Harbour Road, Old Sambro Road and Dentith Road. The service starts at 5:30 a.m., with the last trip leaving the fire station at 8:15 p.m.

( newsroom@herald.ca)

[hfx_chris]

I agree 100%. Why make people transfer onto (a yet to be running) downtown shuttle when one or two stops on University could serve so many people at Dal, the VG, and the IWK?
Because now we're getting away from the whole idea behind MetroLink, which was that it's a limited-stop service.

[Keith P.]

Report on CBC tonight indicating that the city and the airport authority are in discussions regarding having Metro Transit provide service to the airport. They mentioned a fleet of 6 MetroX-style buses running nonstop.

[Halifax Hillbilly]

Because now we're getting away from the whole idea behind MetroLink, which was that it's a limited-stop service.

I agree with the idea of limited stops in the suburbs to improve travel time, but to ignore such an enormous employment hub seems to be a missed opportunity. It wouldn't hurt travel times on the way downtown if there was a stop beyond Barrington Street.

[Halifax Hillbilly]

Well, I should be clear that I am also mostly talking about transit for the peninsula and possibly mainland Halifax and Dartmouth in the future. I am not a big fan of the Bedford commuter rail plan - the ferry makes more sense and would be complementary to better transit service in the core.

I would not advocate tunneling in the core but I am guessing that some variant of an elevated system would not be outlandish. Possibly it would be a partial solution for parts of the core - tricky intersections, etc. Keep in mind that this is already done for cars on a bigger scale than would be necessary for rail in many parts of the city.

It's true that people don't travel very far in Halifax, but it is the time savings that are relevant, not distance. People take transit when it is about the same as or faster than driving, and given congestion in the city there is a big advantage to avoiding traffic.

I think the biggest reason why Halifax transit is subpar right now is parochialism ("it doesn't matter unless it's in my district!") and a lack of ambition, not a lack of potential ridership or funding sources.

I just think elevated systems add so much cost and disruption to the urban environment compared to on street - in Halifax the gains wouldn't be worth the effort. But we will have to agree to disagree. As far as helping transit get an edge over traffic I think we're just in the very early stages of priority transit with the Link we'll see if the planned transit corridors (Gottingen/Bayers Road) can improve the situation and move on from there with a variety of modes and improvements.

You're bang on the money with the parochialism and lack of ambition. I think we have some latent advantages that make Halifax potentially a very transit-friendly city but they aren't be utilized.

[someone123]

Report on CBC tonight indicating that the city and the airport authority are in discussions regarding having Metro Transit provide service to the airport. They mentioned a fleet of 6 MetroX-style buses running nonstop.

They'd better be careful.. if it keeps up like this Halifax might have a useful transit system. ;)

This could also be a cash cow for Metro Transit.

[phrenic]

Report on CBC tonight indicating that the city and the airport authority are in discussions regarding having Metro Transit provide service to the airport. They mentioned a fleet of 6 MetroX-style buses running nonstop.

Finally. This has been a no-brainer for years. It will be a huge convenience for both people who work out there and passengers.

-----------------------------------------------------

Metro Transit buses headed for Halifax airport: mayor
Last Updated: Tuesday, September 1, 2009 | 5:38 PM AT
CBC News

There could be regular bus service between downtown Halifax and the airport by next August.

Mayor Peter Kelly said negotiations with the Halifax International Airport Authority are progressing well, though there are still many details to work out.

"The scheduling, locations, pricing have yet to be determined and are still in the works, but we're having very positive discussions," Kelly told CBC News Tuesday.

The plan is to have several Metro Transit buses running every day, with service every 15 minutes during peak hours. The stops would be in downtown Halifax, Burnside, Fall River and the Aerotech Business Park near the airport.

About 5,500 people work at the airport. A recent survey shows that enough of them are interested in a transit service to make it viable, said Peter Spurway, an airport spokesman.

Currently, there are only two options for travellers without their own vehicles: take a $21 shuttle to or from a hotel, or a $53 cab ride.

http://www.cbc.ca/canada/nova-scotia/story/2009/09/01/ns-halifax-airport-bus.html

[Halifax Hillbilly]

The plan is to have several Metro Transit buses running every day, with service every 15 minutes during peak hours. The stops would be in downtown Halifax, Burnside, Fall River and the Aerotech Business Park near the airport.

Great plan, although I'm intrigued as to what peak times will be heading to the airport. Probably won't have the same travel patterns as other routes.

15 minute is pretty decent for airport service, it's not as if you need to make unexpected trips out there.

[Dmajackson]

New accessible routes include No. 1, No. 17 and No. 18
Halifax News Net
By Lindsay Jones – The Weekly News

After eight years of asking Metro Transit for a wheelchair accessible bus in Clayton Park, Karen Larsen finally got her wish.
“This is long overdue. They would tell me: ‘It’s coming. It’s coming. It’s coming.’ My answer would be: ‘I’ll believe it when I see it,’” said Larsen, who turned 46 on the day Metro Transit introduced three new accessible, low-floor routes (ALF).
Larsen has spastic cerebral palsy and gets around in a motorized wheelchair. In the past, when she wanted to get to an appointment or meet up with friends, she had to book a week in advance through Metro Transit’s Access-A-Bus service.
“Now, I can stand on the corner just like any other able-bodied individual,” she said.
“There’s a new word in my vocabulary now that hasn’t been there before, and that’s spontaneity. Now, I can go pretty much where I want to go within reason — as far as the bus will take me. This was a whole new experience for me. It was like my first day of freedom, so to speak.”
The new accessible, low-floor routes include the No. 1 Spring Garden bus, the No. 17 Saint Mary’s and No. 18 universities buses.
Metro Transit started buying the $450,000 low-floor buses eight years ago to improve accessibility.
Metro Transit spokeswoman Lori Patterson said they were introduced to the highest-need areas first, such as near seniors’ residences and hospitals.
She said there are several issues around what’s taken so long to introduce low-floor buses on these latest routes.
Bus stops and sidewalks have to be retrofitted to make them safe for getting on and off the bus and those take time to investigate, she said.
Also, the busier the bus route, the more difficult it is to make the switch, she added, particularly for route No. 1 which is one of the most popular.
“It’s taken some time because it’s a busy, busy route, and low-floor buses carry fewer people on them,” Patterson said. “There’s a difference of about 10 seats and that’s been an issue as well, but we’ve been able to address that as we get more buses.”
While Larsen can take the regular bus to the Public Gardens, she still can’t go see a movie or shopping in Bayers Lake.
But there is hope that will change. The new additions bring the current number of ALF routes to 26, and Patterson said the goal is to switch all 54 of them over sometime in the future. “We’re working to make as many as possible, probably all of them over time,” she said.

ljones@hfxnews.ca

----------------------------------------------------------------------------------------------------------------------------------------------------

I'm all for ALF routes but MT should also expand their bicycle rack routes.

[Halifax Hillbilly]

I'm all for ALF routes but MT should also expand their bicycle rack routes.

Do the new buses have racks?

[Keith P.]

The ALF buses are terrible and attempt to solve a problem with the worst possible solution. If people like this woman need transportation there is no need to handicap (pardon the pun) the entire transit system in doing so by reducing bus capacity by 20% and causing 99% of the customers to be inconvenienced or underserved. Find another way to get her where she needs to go.

[hfx_chris]

I'm all for ALF routes but MT should also expand their bicycle rack routes.
It's happening. Slowly.

Do the new buses have racks?
Yes

The ALF buses are terrible and attempt to solve a problem with the worst possible solution. If people like this woman need transportation there is no need to handicap (pardon the pun) the entire transit system in doing so by reducing bus capacity by 20% and causing 99% of the customers to be inconvenienced or underserved. Find another way to get her where she needs to go.
Hate to say it but I agree, I've never liked the design or functionality of low floor buses. The solution to the problemseems to cause more problems.

[Waye Mason]

Austin built a light rail system for about $3 million per mile. The key thing they did was keep it above ground and share rails with freight.

It seems from what I have read that the big costs were around upgrading tracks and signaling to accommodate both efficiently.

They bought Stadler DMUs so yes to biodiesel, no to electric, to keep costs affordable.

I have read as much as I can about the Austin Metrolink system and I think that part of why the speed of trains in Halifax is "too slow" is that the track and switching needs an upgrade, so I no longer accept the metro transit argument that it can't work on existing track. As it is now, it is too slow, as it would be then, it would be fine.

What I really like about the Austin plan is it goes from railway to street car, I love the idea of the train coming into down through Africville and town the old railway cut and then down Hollis Street, then back out on the railway cut.

We had a big thread on Nova Scotia live and we figured you could do 7 stations from downtown to Windsor Junction for abotu $120-140 million, far less than subway, and given you get intra station traffic (Bedford to Rockingham, Windsor Junction to Dockyard, Dockyard to Mumford) this is way more cost effective than fast ferry.

I would like to see a real study on this, with real rail people who really know costs. Lets get an Austin transit rep up here to talk to us.

[hfx_chris]

...so I no longer accept the metro transit argument that it can't work on existing track.
Excellent! Becase you're right, it is a bullshit statement to make. Anyone with half a brain knows there would have to be work done on the existing rail infrastructure...of course HRM has slightly less than half a brain, so it's no wonder they're so anti-rail all of a sudden. I swear they pull excuses out of their asses, you ever read their anti-rail "information" sheet on the Metro Transit website? It made me both laugh and shake my head when I read it.
Thanks for mentioning the Austin system. This is exactly what I've been suggesting for Halifax, a system capable of traveling on both existing CN tracks, as well as operating through part of downtown.
http://en.wikipedia.org/wiki/Capital_MetroRail

[Waye Mason]

This was the summary from the NSL thread:

So suppose we say we want a eight station rail. This VLRT will run from Cogswell, where we will build a nice new intermodal bus to train terminal, run north on new track to the CN intermodal, then run to Windsor Junction on existing track, with new upgraded switching, with at grade stations, nothing fancy, basically think Mumford Road terminal at best, but maybe more like Dartmouth Sportsplex.

Metro transits own stats say the one way trip with station stops would be 35 minutes. Lets say a train leaves Windsor Junction ever 15 minutes.

The 2.9 kms Cogswell to CN intermodal is new, and based on a quick survey of costs, would run to about $45 million.

Using the Austin example, the next 26 kms from CN Intermodal to Windsor Junction runs to about $57.2 million.

Stations could be, though we can quibble.
Halifax Central
Dockyard
Richmond
Rockingham
Princess Lodge
Bedford Mill Pond
Bedford Sunnyside
Windsor Junction

This is a short LRT, so we need fewer trains than Austin, lets say 4 trains. GTW DMU-2 2/6 low-floor specs here: http://www.google.ca/url?sa=t&source=web&ct=res&cd=1&url=http%3A%2F%2Fwww.stadlerrail.com%2Fimages%2Fcontent%2Fdatenblaetter%2F01_gtw%2FCapMetro_e.pdf&ei=avvPSdzrGo6oM6epuEs&usg=AFQjCNF51vIhLUesatfsLr_ltI1Gow8eeQ&sig2=_z8eKKV7SBhUkNlSn6ZQmg

This means in rush hour you would see a train every 15 minutes. Each train holds 108 seated, 200 standing, so that means the trains can move 800 people an hour from Bedford to Halifax. They feature bicycle and luggage racks, high-back seats, and free WiFi. The cars exceed both U.S. and European safety standards.

Unlike the ferry, you get to intra-station traffic, so that is people in Windsor Junction taking the train to go to Pete's, or people taking the train to get to school at CPA, or dockyard works going to grab some liver and onions at the Bluenose on Duke.

Rough back of the napkin cost, $120-130 million.

Great article about more exactly what they did in Austin: http://www.metrojacksonville.com/content/view/589/116/

Big thing is while LRT is capital intensive, everything I have read is that the operating and maintenance costs are significantly cheaper, like 25%, of bus transit.

[Phalanx]

I like the idea of a light rail system, and I'd love to see it happen, but... I have trouble imagining the powers that be in Halifax ever doing anything so bold.

[reddog794]

So how do we enlighten our wise leaders at the top of Grand Parade? There has got to be some combination of words, or dance, to open their minds, to transit vehicles, not starting with the letter B.

[Dmajackson]

This has to be a record ... :

Additional Trips for MetroX Service

Beginning Wednesday, September 16, 2009, two additional MetroX trips will be put into service to better accommodate our new MetroX passengers.


•A new 7:10 am trip will leave Tantallon and arrive at Albemarle Street at 7:51 am
•A new 3:40 pm trip will leave Albemarle Street and arrive in Tantallon at 4:15 pm
The current MetroX schedule remains unchanged, but may be subject to slight adjustments later in the fall.

For information, please visit www.halifax.ca/metrotransit or contact
the HRM Call Centre at 490-4000.

[Keith P.]

Seems strange, because I hear the buses are running largely empty.

[Dmajackson]

Council approves $33m bus tender
By DAVENE JEFFREY Staff Reporter
Wed. Sep 30 - 10:33 AM

Council has green-lighted a $33-million tender that will put 45 new buses on roads in Halifax Re­gional Municipality over the next three years.

The 18-metre-long buses will be rolled out at a rate of 15 per year, with 10 each year expanding Met­ro Transit’s fleet and five replac­ing aging buses.

The new buses are to begin ar­riving next year, at about the time the city’s new Ragged Lake Tran­sit Centre is to open. That will give Metro Transit a home base on both sides of Halifax Harbour. “It’ll make for easier and quicker deployment," deputy mayor David Hendsbee said in a telephone interview after coun­cil on Tuesday.

Nova Bus will manufacture the buses. Volvo Bus Corp. recently bought Nova Bus, which is head­quartered in St-Eustache, Que., and has two plants in Quebec and one in Plattsburgh, N.Y.

According to a city staff report, the new buses will allow Metro Transit to increase service by 26,000 hours a year and increase passenger capacity by up to 50 per cent on selected routes. That amounts to an overall 10 per cent improvement over the current level of service.

More information on how Met­ro Transit plans to use the new buses should be made public next month when it presents its five­year operational plan.

Metro Transit general manag­er Pat Sloanes could not be reached for comment Tuesday evening.

[Keith P.]

Nova Bus will manufacture the buses. Volvo Bus Corp. recently bought Nova Bus, which is head­quartered in St-Eustache, Que., and has two plants in Quebec and one in Plattsburgh, N.Y.


Hope they're better than the last batch of Novas they bought. The LFS (MT numbers 990-1000) they bought several years back as their first low-floors are a terrible bus.

[hfx_chris]

Hope they're better than the last batch of Novas they bought. The LFS (MT numbers 990-1000) they bought several years back as their first low-floors are a terrible bus.

986-1000 actually, and yes the LFS build quality is better than the first generation models, however to tell the truth I never found them that bad. They had mechanical difficulties, but they seem to be a lot more reliable - and as far as I'm concerned much better for passenger comfort.

[Keith P.]

986-1000 actually, and yes the LFS build quality is better than the first generation models, however to tell the truth I never found them that bad. They had mechanical difficulties, but they seem to be a lot more reliable - and as far as I'm concerned much better for passenger comfort.

What I remember about them is that the rear doors would never open -- there was a sensor system that supposedly responded to a wave of the hand, but seldom worked. Plus they did not work in the snow.

[kph06]

I was on the Nova Bus website and unless I missed a few models, the only buses near 18m are accordion style.

[Halifax Hillbilly]

I was on the Nova Bus website and unless I missed a few models, the only buses near 18m are accordion style.

That would make sense. 45 buses at $33 million works out to just over $700,000 per bus, the price of articulated buses.

[hfx_chris]

I was on the Nova Bus website and unless I missed a few models, the only buses near 18m are accordion style.
That's them.

What I remember about them is that the rear doors would never open -- there was a sensor system that supposedly responded to a wave of the hand, but seldom worked. Plus they did not work in the snow.
Yeah, the rear doors on those are kinda quirky. If you know exactly how to treat them, they'll work. I find actually placing your hand on the door where the instruction sticker is will trigger the motion sensor every time. Metro Transit has such a wide variety though of rear door opening methods - touch bars, touch strips, motion sensors, treadle switches (step down), and some require no passenger intervention and are opened by the operator - that it's no wonder most people have a hard time trying to figure out the various door-opening-rituals. That and some people just can't read the instructions...

[Jonovision]

These are the buses here.

http://www.novabus.com/transit-solutions/vehicules/lfs-artic.html

[Keith P.]

I can't look at those without being reminded of those horrible LFS buses we already have.

[hfx_chris]

As I said, the build quality has improved greatly - although I never found them that horrible to begin with.
I'm curious to know what you found so horrible about them?

[Keith P.]

What was bad about them? Everything. Now, a lot was due to them being the first low-floor buses I was exposed to, so maybe all of them are equally bad. But I hated seeing one come along on a route I had to use, because of:

- the lack of available seating
- the sideways seating between the wheelbase
- the ramp leading to the rear seating
- the face-to face seating in the rear
- the encouragement of more standees without sufficient grab handles/straps
- the unworkable rear doors

Just a terrible bus to use as a passenger.

[hfx_chris]

Yeah, pretty much all of those are common complaints on all low floor buses. As far as seating configurations go, that's completely up to the purchaser's requirements, the company will install them in just about any arrangement you want them to. Up until recently, the sideways-facing seats were a requirement of the utility and review board, something about being able to navigate a wheelchair to the rear door in an emergency, which was utter nonsense.

[Halifax Hillbilly]

Is anybody out there building anything but low floor buses anymore?

[hfx_chris]

Is anybody out there building anything but low floor buses anymore?
As far as I know, the only North American company still making a high floor transit bus is NABI (North American Bus Industries).
The only other two high floor models in recent years, the Orion V and Gillig Phantom, were discontinued last year.
New Flyer stopped manufacturing their high floor D40 around 2000, and Nova Bus discontinued the Classic around 97/98.

[jasonashhh]

I seen today that a permit has been set for a new Highfield Terminal in Dartmouth its is quite small and there is alot of buses that go through there. I hope this one will get started quicker then the brigde Terminal one Gudd Luck Highfield! And thank you MTransit.

[Jonovision]

Downtown Halifax shuttle plan scrapped

By MICHAEL LIGHTSTONE City Hall Reporter
Thu. Oct 22 - 4:46 AM
She wanted residents and workers to hop on a downtown shuttle bus, and now the councillor for downtown Halifax is hopping mad the concept has been bumped out of Metro Transit’s five-year plan.

Coun. Dawn Sloane said Wednesday she recently read through the new transit proposal but the shuttle idea, which she’s publicly promoted and told area residents was coming down the pike, is a non-starter.

"I’m quite upset," she said. "Quite furious, actually."

Ms. Sloane said the proposed year-round shuttle service would have been similar to Metro Transit’s FRED (Free Rides Everywhere Downtown), which operates in Halifax during summer and early fall. She said the province had earmarked two diesel-electric buses for the planned service.

Two routes, starting at the downtown ferry terminal, would have been put in place — one north and one south. The shuttle service would have been free.

Ms. Sloane said the shuttle idea was left out of the five-year plan "without any communication with me, the person that championed it." She found out about the proposal’s absence this week after getting an advance copy of Metro Transit’s blueprint for the next few years.

"It’s coming to (Halifax regional) council on Oct. 27," said Ms. Sloane.

Municipal staff "decided to send it out early so we could read through it and digest it," she said, "and I digested it and I feel like throwing up now."

According to HRM by Design, the municipality’s new urban design policy, a downtown shuttle would be a boon to the area.

"Creation of a frequent, high-capacity shuttle transit service within the downtown, and with connections to nearby destinations such as hospitals and universities, has several benefits," a website says.

"Firstly, it can expand the reach of express transit services and ferries which stop at a single location downtown. It can improve connectivity within the downtown for visitors, shoppers, and employees alike. Using hybrid diesel-electric buses, the service can also reduce the impacts of buses on the downtown by reducing noise and emissions and allowing some routes to transfer passengers and turn around before entering the downtown."

Ms. Sloane said she isn’t abandoning her quest.

"I’m garnering support to have the shuttle reinstated" in the city’s transit plan, she said.

( mlightstone@herald.ca)


I'm with Sloan on this one. That shuttle would do a lot for downtown and would do a lot for the image of Transit in this city. I hope she wins her battle to get it back.

[hfx_chris]

Agreed. I thought the tenders for this were already awarded though.
Hmm.

[Halifax Hillbilly]

I'm with Sloan on this one. That shuttle would do a lot for downtown and would do a lot for the image of Transit in this city. I hope she wins her battle to get it back.

Completely agree. Why would Metro Transit cut this of all things? It's two buses and links some hugely important parts of town.

[Wishblade]

Metro Transit operating costs to rise


Operating costs for running public transit in metro are expected to jump considerably within the next five years, says a new Metro Transit report.

By 2014, total operating expenses are projected to be $72.5 million. It said operating costs were $54.5 million last year.

The increase will be linked to an expanding transit service, including new buses, ferries and more workers.

"The number of transit employees will increase from 579, including vehicle maintenance employees, to 707 by 2014," the report said.

Ridership is supposed to increase by 16 per cent, it said. There were 19.6 million trips taken on Metro Transit in 2008; 22.8 million are expected five years from now.

The report said the municipality is growing and public transit must keep pace.

"To avoid a third crossing (on Halifax Harbour), transit must be given greater priority in all areas of HRM’s business plan," it said.

The report is referring to the idea of a third harbour bridge or a tunnel that has been floated by some municipal officials.

"For example, serious consideration must be given to making Barrington Street, from Cogswell to Spring Garden Road, and Spring Garden Road from Barrington Street to Summer Street a transit-only corridor in the longer term."

In 2014, the municipality will need 302 buses to serve a projected population of 392,300 to 400,600, the report said. The fleet now has 265 vehicles.

"The population will peak at 406,804 in 2026. Substantial growth is anticipated in the 55 and older categories as the baby boomer segment continues to age," said the study, prepared by consultants IBI Group.

Halifax regional council awarded the $258,200 consulting contract about a year ago, said a city hall staff report.

The projections are among many in Metro Transit’s five-year strategic operations plan for bus and ferry service in Halifax Regional Municipality. The Chronicle Herald obtained the plan Thursday.

Other conclusions include: improvements will need to be made at metro’s transit terminals; express bus service from the suburbs and rural districts will have to expand to match population growth and consumer demand; "new funding sources will be required to supplement the current sources of fares and property taxes"; and an expanded transit system must have improved service reliability and travel speeds.

"Metro Transit will have to continue to (provide) improved service coverage, more direct and timely routes, increased frequencies and faster, more reliable services," the report said.

It said "major steps will be required" in the following areas: an aggressive marketing campaign; tighter controls on parking supply and pricing "to reduce auto use"; and commuting programs that can be arranged through employers, schools and communities to encourage greater use of public transit.

The transit report is to be made public Monday, in advance of Tuesday’s regional council session, when other non-confidential material related to council’s agenda is released.

The politicians have had a copy since Oct. 16.

Included in the study is a reference to a proposed high-speed ferry between Bedford and downtown Halifax. Regional council has yet to officially endorse or disapprove of the scheme. If authorized, the fast-ferry system could be running by late 2012, municipal staff have said.

Left out of the five-year transit plan is a proposal for a free shuttle bus service downtown, an idea Coun. Dawn Sloane (Halifax Downtown) has been promoting.

She said Wednesday she was upset about the shuttle’s scuttling but intends to keep working toward getting it back on the rails.

Ms. Sloane said she supports the release of the study before Monday.

"It’s not confidential, and I don’t see why it can’t" be made public now, she said.

This newspaper asked senior municipal staff Thursday for a copy of the transit plan, seeing as it is a public document about public transit that was prepared with public money, but the request was denied.

Staff said the study was being withheld from public view until Monday because councillors need the time to read it and digest what it said.


Just as a note, is it just me or are those growth figures really underestimated? We're already pushing beyond the upper end of what they predict for 2014 population. And by 2026, Im thinking we'll be way beyond 407,000.

[Dmajackson]

Just as a note, is it just me or are those growth figures really underestimated? We're already pushing beyond the upper end of what they predict for 2014 population. And by 2026, Im thinking we'll be way beyond 407,000.

I think when they introduced the Regional Plan a couple of years ago they said in 2026 we'd be around 500'000 and we seem to be growing fast enough for that to happen.

[someone123]

Their population numbers are only for the parts of the HRM that are served by Metro Transit.

It's also true of course that the population estimates are usually off. I've read old projections from the 80s saying the population of Halifax would be 250,000 and falling in 2010 etc. I doubt the city's population will be shrinking by 2026.

[Keith P.]

I find some of their conclusions really questionable. Why, for example, should Transit even attempt to serve far-flung areas of suburbia? If you buy property in such a place you should not (nor, I expect, would you) be counting on transit service of any sort. All that does is drive up costs for the system as a whole. Major terminals in places like Tantallon, Sackville, and Cole Harbour should be as a far as they attempt to reach, with service from them into the core.

I also really question the cost estimates. They show costs going up almost $20M in 5 years for a 3M increase in trips. That is $6-$7 per trip. No way should it be that high. since these are incremental costs and the fixed costs would largely be covered. And one must also really doubt whether transit can be improved unless there is a major investment in our obsolete road network. All the buses in the world won't fix an idiotic design like the Windsor St Exchange, but there is no will to ever do anything about it. The result will be buses that continue to clog up traffic and deliver substandard customer performance.

[someone123]

The other fact is that, even if you live out in far-flung suburbia, transit service in the core is still useful to you. You can drive into one of the park-and-rides, like Mumford, and take a bus into the city.

It makes sense to have an express shuttle from a place like Tantallon, but that is about it. The milk runs are awful and it will never be possible to provide transit service to everybody, particularly if they choose to live in areas that provide things like two acre lots.

What I suspect is that there is over-representation in the far-flung areas combined with the ill-conceived idea that city dwellers owe something to anybody who is unlucky enough to live in a distant rural area. The fact is that everybody has a choice to move to the city. You might only get an apartment instead of a house, but that's the tradeoff we all make. Even if you are a millionaire you get less space in the city but better services.

[Dmajackson]

They have the report public now. And by the way Someone123 the population numbers are for all of HRM by the looks of it.

[Dmajackson]

According to the report here are the busiest routes in order. The info is from the survey conducted awhile back that asked what route people used the most frequently;

#1 - ~2600
#10 - ~1400
#80 - ~1300
#52 - ~1100
#7 - ~1000
#14 - ~1000
#4 - ~800
#2 - ~800
#20 - ~700
#61 - ~700

Lol here's an interesting fact; More people voted for the Bedford Fast Ferry than Woodside Ferry improvements (which came in last BTW).

[hfx_chris]

I find some of their conclusions really questionable. Why, for example, should Transit even attempt to serve far-flung areas of suburbia? If you buy property in such a place you should not (nor, I expect, would you) be counting on transit service of any sort. All that does is drive up costs for the system as a whole. Major terminals in places like Tantallon, Sackville, and Cole Harbour should be as a far as they attempt to reach, with service from them into the core.
I like what they're doing with the rural express along the 100-series highways. Having bus service to your front door out in Tantallon or Musquodoboit Harbour makes little sense to me, but having a large park and ride lot located by the highway does.

And one must also really doubt whether transit can be improved unless there is a major investment in our obsolete road network. All the buses in the world won't fix an idiotic design like the Windsor St Exchange, but there is no will to ever do anything about it. The result will be buses that continue to clog up traffic and deliver substandard customer performance.
I hate to keep mentioning it, but if more people switch from car to bus, that means less cars on the road. It's so simple, but you seem to keep ignoring that.

According to the report here are the busiest routes in order. The info is from the survey conducted awhile back that asked what route people used the most frequently;

#1 - ~2600
#10 - ~1400
#80 - ~1300
#52 - ~1100
#7 - ~1000
#14 - ~1000
#4 - ~800
#2 - ~800
#20 - ~700
#61 - ~700
No surprises there
Except of course the fact that people keep relying on the route #1 when there's usually a better route to take. I can't remember the last time I've been on that route. Probably a good 3 years ago at least.

[Dmajackson]

Still reading through this massive report so I'll keep posting what I think are important details. These are all suggestions from the report;

#1 - 10 min freq. limited stop, priority given
#2,#4 - 15 min freq. 6am-10pm (Water St - Bayers)
#7 - 15 min freq. (peak only), limited stop Gottigen
#9 - 15 min freq. (peak), 30 min freq (non-peak)
#14 - 15 min freq. (peak), 30 min freq (non-peak)
#17 - discontinue
#18 - 15 min freq. (all day)
#20 - 15 min freq. (daytime)

[Dmajackson]

Now suggestions for the local route Halifax buses;

#3 - discontinue
#5 - discontinue if #6 route changed
#6 - 30 min freq. (all day)
#21,#23 - Increase freq.

[Dmajackson]

And some suggested new routes;

#22: Exhibition Park - Ragged Lake (Garage & Business) - St Margarets Bay Rd - Walter Havill @ Kelly - St. Margarets Bay Rd - Armdale - Mumford
#24: Lacewood - Regency Park Dr - Washmill Lake Ct - Susie Lake Cr - Chain Lake Dr - Washmill Lake Ct - Regency Park Dr - Lacewood (basically a loop around Bayers Lake)
#57: Portland Hills Terminal - Portland Hills Dr - Russell Lake Dr - Eisner - Portland St - Penhorn Terminal - Portland St - Baker - Mount Hope - Acadia - Woodside Terminal
#81A - Route 81 - Starboard - Nine Mile Dr - Oceanview Dr - Royal Masts Way - Moirs Mill Dr - Bfd Hwy - HPR - Basinview - Meadowbrook - Bfd Hwy - Union
#81B - Roure 81 - Larry Uteck - Southgate - Bfd Hwy (Southbound)

There are massive restructurings and route changes but essentially I will say this most of them have some sort of chnage planned.

Oh and also there is a new terminal planned for Burnside at the corner of Wright and john Savage

[Keith P.]

I hate to keep mentioning it, but if more people switch from car to bus, that means less cars on the road. It's so simple, but you seem to keep ignoring that.


Ongoing population growth means the number of cars will not decrease even with more buses, hence the need for improvement to our obsolete 1950s road network. You seem to keep ignoring that. :tongue4:

[Keith P.]

According to the report here are the busiest routes in order. The info is from the survey conducted awhile back that asked what route people used the most frequently;

#1 - ~2600
#10 - ~1400


So the #10 is the 2nd-busiest route -- no surprise to anyone who uses it. Are they proposing any changes to address the terrible overcrowding?

[hfx_chris]

Thanks for the updates DJ. My thoughts are below.


#2,#4 - 15 min freq. 6am-10pm (Water St - Bayers)I assume they mean both routes would run on a 15-minute frequency, because as it is right now the two routes combined provide 15-minute service between downtown and Mumford.
#7 - 15 min freq. (peak only), limited stop GottigenNot a huge difference from the 20-minute frequency it currently has, but needed none the less. Not sure why they would make it limited stop on Gottingen though, there aren't that many routes that service Gottingen, especially southbound.
#17 - discontinueAn increase in service on the 18 would more than make up for the loss of the route 17. Would still be sad to see it gone though. Don't know why.
#3 - discontinueThe route 3 served a "niche" market, and right now niche markets aren't what we need. Besides, every time I was on it, it was empty. Trying to make it more useful by looping it around Main Avenue a few years ago was silly.
#5 - discontinue if #6 route changedMakes sense. It's a rush-hour route right now anyway, and as it says the route 6 could probably handle the Fairmount area anyway. I'll miss seeing the 5 Chebucto around though. Again, don't know why. I only ever took it a couple of times.
#22: Exhibition Park - Ragged Lake (Garage & Business) - St Margarets Bay Rd - Walter Havill @ Kelly - St. Margarets Bay Rd - Armdale - MumfordAh. I heard they wanted to bring back the 22 Exhibition Park. Besides, it would also be used as the drivers shuttle from the new garage at Ragged Lake to Mumford terminal. Plus, if they call it 22 Exhibition Park, the destination signs on the buses are all ready for it! :D
#24: Lacewood - Regency Park Dr - Washmill Lake Ct - Susie Lake Cr - Chain Lake Dr - Washmill Lake Ct - Regency Park Dr - Lacewood (basically a loop around Bayers Lake)Cool. Also sounds like it would service part of the Mainland Common.
#57: Portland Hills Terminal - Portland Hills Dr - Russell Lake Dr - Eisner - Portland St - Penhorn Terminal - Portland St - Baker - Mount Hope - Acadia - Woodside TerminalAs I recall hearing, this route would essentially replace the 65 Astral, and service Russel Lake West.
There are massive restructurings and route changes but essentially I will say this most of them have some sort of chnage planned.Yeah, I remember hearing about these changes a couple months ago, they all sound great to me. Less of these long-sprawling routes that take an hour or more to complete, basically routes like the 59/61/68 would terminate at Portland Hills and be linked to the rest of the city by a higher capacity, high frequency express route.

A couple other changes I remember:

Route 51 no longer servicing Burnside

Route 52 to service Dartmouth Crossing

Route 56 no longer servicing Portland Hills Terminal, and will instead travel to Gaston Road (via Woodlawn)

Route 62 no longer servicing Manor Park or the Lake Banook area, instead a new route 67 would provide "shuttle" service through Manor Park and Prince Albert Road area.

Route 66 no longer servicing Gaston Road/Penhorn/Woodlawn, instead terminating at Highfield Terminal

Route 87 no longer servicing downtown Halifax during rush hour, terminating at the Bridge

[Dmajackson]

Thanks for the updates DJ. My thoughts are below.


I assume they mean both routes would run on a 15-minute frequency, because as it is right now the two routes combined provide 15-minute service between downtown and Mumford.

Ibelieve that is what it said ...

Not a huge difference from the 20-minute frequency it currently has, but needed none the less. Not sure why they would make it limited stop on Gottingen though, there aren't that many routes that service Gottingen, especially southbound.

The report said that it would become limited stop because the buses are so overcrowded that people are getting left at stops in the area.

An increase in service on the 18 would more than make up for the loss of the route 17. Would still be sad to see it gone though. Don't know why.

I used to use it everyday so I'll defenitely miss it but I can see why they decided on ending the service.

The route 3 served a "niche" market, and right now niche markets aren't what we need. Besides, every time I was on it, it was empty. Trying to make it more useful by looping it around Main Avenue a few years ago was silly.

I used it on Friday to get from 5552 Kaye to the Seaport and there was four people on it on Gottigen St and and just a couple more downtown. I ended up just in the back with my feet up talking to some random guy about the weather.

Ah. I heard they wanted to bring back the 22 Exhibition Park. Besides, it would also be used as the drivers shuttle from the new garage at Ragged Lake to Mumford terminal. Plus, if they call it 22 Exhibition Park, the destination signs on the buses are all ready for it! :D

I think on the report they called it 22 Ragged Lake.

Yeah, I remember hearing about these changes a couple months ago, they all sound great to me. Less of these long-sprawling routes that take an hour or more to complete, basically routes like the 59/61/68 would terminate at Portland Hills and be linked to the rest of the city by a higher capacity, high frequency express route.

Bingo. That the exact idea behind the changes. Less sprawl and more express.

Route 51 no longer servicing Burnside

Yep too low of a demand apparently.

Route 66 no longer servicing Gaston Road/Penhorn/Woodlawn, instead terminating at Highfield Terminal

Yep also changing the routing in Burnside so it goes down Windmill to Wright, then up Wright to the new terminal at John Savage, over to the existing routing through the City of Lakes.

Route 87 no longer servicing downtown Halifax during rush hour, terminating at the Bridge

Yep also its going to be rerouted through Bedford for direct connection to the Bridge Terminal with the idea that the 1 will take the connections to Downtown. Right now you have to take the 66 to Mic Mac and transfer to a Halifax bound route (like the 10).

Also forgot this earlier but Route 14 would be extended to take-over the 61's route in Dartmouth.

[Jonovision]

HRM releases report early
Transit study leaked to The Chronicle Herald
By Our Staff
Sat. Oct 24 - 4:46 AM
Halifax city hall has decided to release a public document about public transit days earlier than planned, Mayor Peter Kelly said Friday.

The report, a five-year plan for Metro Transit, was delivered to regional councillors on Oct. 16. The Chronicle Herald obtained a copy Thursday and published an article about the study in Friday’s edition.

A Herald reporter had asked for a copy from senior city hall staff but the request was denied.

Municipal staff told this newspaper the $258,200 study was being withheld from public view until Monday — it’s on the agenda for Tuesday’s committee of the whole session — because the politicians needed time to read it and digest what it said.

That gap, from Oct. 16 to Monday, would have given them nine days to review the transit report.

But the mayor said the timeline changed as a result of this newspaper’s news gathering. Mr. Kelly sent an email message to his council colleagues Friday afternoon advising them of the change.

The Herald obtained a copy, which says: "The other media outlets are crying foul and for the sake of fairness and equity, I feel I have no choice but to make it available to all media outlets. . . . You may get calls from the press over the release of the report."

In an interview, Mr. Kelly said he has no intention of directing municipal staff to investigate the leak. He acknowledged that would be a waste of time.

"My only point (in the email message) is that the report’s out there, so if it’s out there, then let’s" make it public, said Mr. Kelly.

The transit study was posted on Halifax Regional Municipality’s website, on the committee of the whole agenda, shortly after 6 p.m. Friday.

Mr. Kelly said the issue of councillors getting a head start on reviewing public documents in advance of regional council meetings might have to be looked at again.

Regional council has considered making staff reports and other material public when they are released to councillors but a majority of councillors shot that proposal down.

( newsroom@herald.ca)

[reddog794]

I agree Keith, our road system does need serious investment, in both arterial road design, and pedestrian friendly road design.

Better roads means they can handle more buses running on them!

[spaustin]

I agree Keith, our road system does need serious investment, in both arterial road design, and pedestrian friendly road design.

Better roads means they can handle more buses running on them!

In general, every major road improvement should involve priority for transit. If they want to widen a road or add capacity I'm not necessarily against it if the proposed improvement includes priority signals and dedicated lanes to give buses a badly needed edge. Anything less are road improvements that are almost pointless because they primarily make it easier for cars. Saying a road improvement that doesn't include transit priority measures benefitted public transit because it happened to have some spillover benefits for buses ignores the actual motivation and primary impact; to make it easier for people to keep living way off in far-flung suburbia.

[Dmajackson]

City to upgrade Highfield bus terminal
Metro Transit to expand bus platform area, install more benches and shelter
By IAN FAIRCLOUGH Staff Reporter
Mon. Oct 26 - 4:46 AM

Metro Transit users whose trip takes them through Highfield Park in Dartmouth should find their wait there a little more comfortable come spring.

The city has called for tenders for work to the existing terminal on Highfield Park Drive.

"Highfield is part of our plans to expand and improve our transit services," Metro Transit spokeswoman Lori Patterson said. "The tender out right now is for construction and we are planning to have that one completed by spring of 2010.

"It’s a fairly busy connector spot with the Dartmouth routes and what we’re doing is making overall enhancements to make the platform area bigger, to have more benches and more shelter space outside for passengers."

About 1,400 riders, travelling on seven routes, use the terminal daily.

She said ridership is growing on the transit system.

The Highfield Park terminal, and other improvements across the city, are designed to make things easier for commuters, Patterson said.

Coun. Jim Smith (Albro Lake-Harbourview) said the construction will be "great for commuters" and has been needed for some time.

"(The terminal) is an integral part of the whole system," he said. "Any improvement would be great for the community up there."

There are no shelters at Highfield Park right now, so the new terminal will make things more comfortable for commuters, Smith said.

"If we want to increase riders, we need to provide more shelter," he said. "In our climate, the weather is pretty nasty at times."

There is a building on the site with equipment for the Transit authority’s Go-time system. That will be enlarged as well, Patterson said.

The tenders close on Oct. 29.

Some of the money to cover the cost of the improvements is expected to come from federal funding.

Patterson said the work won’t double the space at the terminal, but it will help deal with crowded platforms and shelters.

"It’s a fairly old terminal and we haven’t made any improvements in a while," Patterson said.

Construction will begin as soon as possible after tenders close, she said. That will require closing the current terminal.

Information on interim bus stops and routes will be available once the schedule for construction is set, Patterson said.

( ifairclough@herald.ca )

[pnightingale]

[I]There are no shelters at Highfield Park right now, so the new terminal will make things more comfortable for commuters, Smith said.

It's been a few years, but I used to live in highfield, and I could swear there is a shelter there... Am I remembering wrong?

[Jonovision]

You are right. Apparently councillor Smith doesn't know very much about his own district. The shelters are of the same era as the ones at the Bridge terminal.

[Dmajackson]

There's defenitely a shelter of sorts at the terminal. Heck there was even a photo in the article of it.

Ah I've had some fun times at that terminal ... :)

[something_witty]

How much fun can one have at the Highfield bus terminal?:D

[Jonovision]

Chamber lauds transit plan


Tue. Oct 27 - 4:46 AM
The Halifax Chamber of Commerce expects today’s Halifax Regional Municipality committee of the whole debate on Metro Transit’s five-year strategic operations plan will have a positive impact on local businesses.

"That is exactly what the business community is hoping for — to bring our public transit system to the next level, which will make getting around a whole lot easier for everyone," said chamber president Valerie Payn in a release Monday.

Ms. Payn said the chamber is committed to a system that will get more people into the downtown core and has been told that increasing service on the No. 1 route will improve downtown bus service.

"In the meantime, we have been told in order to achieve the goal of getting people into the downtown as efficiently as possible and in order to reduce the number of cars on the road, we have to focus on efficient bus movement at the bus terminals — specifically the bridge terminal," she said.

The chamber, which has been asking HRM council for transit improvements for years, supports a downtown shuttle service, but Ms. Payn said there is a need to prioritize transportation requirements.

"Someday our transit system will be to the point that we can have a downtown shuttle," she said.

"For now, we are excited about revamped service to Burnside and Dartmouth Crossing, urban express routes and new Metro Link services."

[beyeas]

Ongoing population growth means the number of cars will not decrease even with more buses, hence the need for improvement to our obsolete 1950s road network. You seem to keep ignoring that. :tongue4:

Agreed. People also seem to ignore that there is only one possible outcome for population growth, and that is to avoid providing incentives for people to live in efficient high-density low-cost-of-service urban centres, and instead assume that any rational person will want to drive their SUV in from Hammonds Plains. In fact, I think the best plan would be to provide property tax rebates for people willing to move from the peninsula out to the suburbs, where it costs more for the city to offer services and roads. That will fix things. And really, it is the ONLY way for the things to progress as the population grows. People seem to keep ignoring that. :gaah:

[Dmajackson]

Metro Transit proposes significant upgrades for Burnside service
BURNSIDE
KEN PARTRIDGE
The Burnside News

The Greater Burnside Business Association (GBBA) has spoken out about the need for improved transit services within and to the Park for many years and appears Metro transit is now listening.

In its recently released five-year strategic plan, the transit service makes frequent reference to Burnside as an area it considers a priority for improvement. The plan calls Burnside and surrounding Dartmouth communities “the second largest destination” it serves next to downtown Halifax. As such, the plan calls for restructuring of several routes (including Routes 16, 52, 56, 64, 66, 72 and 85); creation of new routes to link Burnside with such areas as Sherwood Park; and the creation of a central terminal or transfer point in the Park.

The change of must interest to the GBBA is the creation of a terminal within the Park. Metro Transit is proposing it be located at the intersection of John Savage Drive and Akerley Boulevard. The transit service is calling for a facility with up to 10 platforms (subject to final service plan and route scheduling), a passenger waiting area and bus operator washrooms. It would be similar in appearance to the Portland Hills terminal. A preliminary cost estimate would be $1.5 million excluding any land costs.

The plan also says, “In Burnside, a new off-street terminal will need to be built at Wright and John Savage before Routes 52, 56, 64, 66, 72 and 85 can be restructured. The proposed changes to services in Burnside would need to be implemented as a package, similar to the proposed changes to services in the Portland corridor.”

The proposed changes for these routes include:

• Route 52 Crosstown – this core route would be improved to provide more direct and consistent service to and in Burnside. From the Highfield Terminal, the route would operate into Burnside on Ilsley, Wright through the Burnside Terminal transfer point to Dartmouth Crossing, looping at Finlay and Countryview. Frequency would be improved from 30 minutes to 15 minutes during peak periods for the full length of the route from Chain Lake to Burnside. The route would meet Routes 56, 64, 66, 72, and 85 at the Burnside Terminal so that passengers can transfer to access any point in Burnside and Dartmouth Crossing.

• Route 56 Dartmouth Crossing – this route would be restructured to serve Burnside and Southdale. In Burnside, the route would be extended past Dartmouth Crossing to serve Commodore, John Savage and the new Burnside Terminal. The route would meet Routes 52, 66, 72, and 85 at the Burnside Terminal so that passengers can transfer to access any point in Burnside. The Penhorn/Portland Hills section of the route would be dropped. Frequency would continue to be 30 minutes to 10 p.m., when service ends.

• Route 64 Akerley – this local route would be restructured in Burnside to serve Akerley, Mosher, Pettipas, Topple, Joseph Zatzman, Akerley and Williams to the Burnside Terminal at Wright and John Savage. The route would meet Routes 52, 56, 66, 72, and 85 at the Burnside Terminal so that passengers can transfer. There would be no change to the 30-minute peak frequency.

• Route 66 Bedford/Burnside (formerly Penhorn) – the route would be restructured in Burnside and Dartmouth. In Dartmouth, the route would start at the Highfield Terminal accessing Burnside via Highland Park Drive, Burnside, Commodore, Brownlow, Eileen Stubbs, Commodore and John Savage to the Burnside Terminal at Wright. At the terminal, the route would go to Bedford and Sackville via Wright, Windmill Road and the Bedford Highway to the Cobequid Terminal in Sackville. The route would meet Routes 52, 56, 72, and 85 at the Burnside Terminal. In an attempt to improve the low modal split between Sherwood Park and Burnside, Route 66 would be interlined with Route 16 at the Highfield Terminal for service to Burnside. Route 66 would be interlined with Route 16 at the Highfield Terminal for direct service to Sherwood Park and the upper mainland.

• Route 72 Tacoma Burnside (formerly called Portland Hills) – this route would be restructured in Dartmouth and Burnside. At the Highfield terminal, the route would access Burnside via Highfield Park Drive, the Metro Transit Garage, MacDonald and Wright to the Burnside Terminal at John Savage. The route would meet Routes 52, 56, 64 and 85 at the Burnside Terminal. Frequency on Route 72 would be improved to 30 minutes to 10 p.m.

• Route 85 Downsview Express - this peak period route would be restructured to serve Burnside between the Sackville Terminal in Sackville and the Highfield Terminal in Dartmouth. From Sackville, it would access Burnside via Wright to the Burnside Terminal and then along John Savage to Commodore, Burnside and Highfield Park Drive to the Highfield Terminal. The route would meet Routes 52, 56, 66 and 72, at the Burnside Terminal. No change to the 30-minute frequency.

Other route alterations include:

• Route 16 Parkland –In an attempt to improve the low modal split between Sherwood Park and Burnside, Route 16 would be interlined with Route 66 at the Highfield Terminal for service to Burnside. Frequency would be improved to 30 minutes to 10 p.m. No service after 10 p.m.

• Route 51 Shannon – this core route would be changed to provide service to Wallis Heights and the Bedford Institute of Technology and not service to Burnside.

“The vision for this new five year transit plan should be to move Metro Transit to the next level in terms of significantly increasing the transit modal share from 12 per cent to 14 per cent and increase transit ridership by up to 20 per cent,” the plan states. “To accomplish this vision, the transit system will have to continue to improve its service levels… It will need to improve and expand service to its strongest markets – downtown Dartmouth and Halifax, the universities and colleges (students, faculty, staff), the businesses in Burnside and other major business parks, as well as the medical centres and shopping centres in each community.”

[sdm]

The transit changes to burnside are less then satisfactory considering the employement base there.

[Wishblade]

The transit changes to burnside are less then satisfactory considering the employement base there.

Well, atleast its going to be quite a bit better than it is now.

[hfx_chris]

So, the 52 will provide the much needed and missing service into Dartmouth Crossing from the Bridge and Halifax. Good.

I'm a little confused though about the route 16/66 nonsense. Metro Transit uses the word interline, which typically is another word for the concept of "thru-routing" (a term I've only ever seen MT use), which is when one route gets to a certain point then turns into another route, without anybody having to get off. This is what happens with the route 14/61 at Scotia Square. However, I see no logical way that the route 66 could be interlined with the 16 at Highfield - which is in the middle of the 16's routing.
I think what they mean is that the routes would be scheduled so they meet up at Highfield at the same time, for transferring purposes.

It doesn't specifically say about the 72, but I wonder if they're dropping the Woodlawn/Portland Hills leg of the journey...

I find it funny that they're going to frig around with the route 85, considering that route has what, two morning and two evening runs?

[hfx_chris]

Okay, I figured out the 16/66 nonsense. The route 16 will terminate at Highfield, instead of the Bridge.

[jasonashhh]

Nova Bus is pleased to announce that it has been awarded an order by Halifax Regional Municipality’s Metro Transit service for 15 Nova LFS Artic articulated vehicles valued at $10.4 million, to be delivered in mid-2010, plus options on a further 30 buses over two years.

With over 300 vehicles and a total annual ridership of more than 18.5 million, Halifax’s Metro Transit is the largest transit authority in Atlantic Canada. Their dual focus on continuously enhancing service levels and greening their fleet means most of the buses will be set to providing expanded service to the Halifax region. Upgrading to articulated vehicles will also translate into increased capacity on several routes.

Riders will appreciate Nova LFS Artic features such as air conditioning, large windows for maximum light, as well as wide doors and aisles for easy access and passenger flow. The vehicles are also designed for performance, fuel efficiency and productivity; most importantly, they will be powered by the latest generation of clean diesel engine systems, to comply with the EPA’s strict 2010 emissions standards. [/B]

[cormiermax]

Hopefully these will service the 1 route as its always packed.

[Halifax Hillbilly]

Riders will appreciate Nova LFS Artic features such as air conditioning, large windows for maximum light, as well as wide doors and aisles for easy access and passenger flow. The vehicles are also designed for performance, fuel efficiency and productivity; most importantly, they will be powered by the latest generation of clean diesel engine systems, to comply with the EPA’s strict 2010 emissions standards. [/B]

Wide doors and aisles to allow more room for strap-hangers! Seriously though, a good purchase and nice to see them air-conditioned.

[Keith P.]

If they are anything like the last bunch of Nova LFS crap we bought, it will be a very poor investment.

[Jonovision]

Transit proposal sent to staff
Council wants clarification of 5-year plan
By KELLY SHIERS Staff Reporter
Wed. Nov 11 - 4:46 AM


The questions came fast and furious at city hall Tuesday and, in the end, councillors decided to ask staff to report back with some answers as HRM considers a five-year plan for Metro Transit.

"I think there are so many questions," Coun. Dawn Sloane (Downtown Halifax) said, saying she could not agree to accept the report in principle as it now exists.

"We can accept this in principle and then we’re going to be sitting here arguing about it in another two or three weeks. It’s not going to be a quick fix. What we have to look at is getting those individuals out of cars and getting them on buses, but where? And at what point?"

The five-year strategic operations plan for Metro Transit — a $258,000 consultant’s report — was made public last month. The report recommends the transit system be designed so it recovers 55 to 60 per cent of its costs during daytime weekday service, 40 to 45 per cent on local routes and 30 to 40 per cent on rural routes.

The consultants identified unreliable schedules, buses that don’t run often enough and overcrowding as some of the issues that must be dealt with. It also suggests ways of collecting the tens of millions of dollars needed for capital improvements and other costs, which include getting rid of lower seniors’ and children’s fares.

Councillors began debating the report at the last committee of the whole meeting in October. On Tuesday, the debate continued for more than two hours before councillors voted to receive the report. At the same time, they directed staff to consider the costs of the plans and address their concerns and questions before they go any further.

Coun. Barry Dalrymple (Waverley-Fall River-Beaver Bank) said he supports the plan, even though its focus is on the urban services. He said he’s received hundreds of emails about the lack of transit in his district in the past year.

"We’ve been paying a transit tax since Day 1 of amalgamation in the rural (and) suburban areas and we’ve never seen a bus in my district," he said in an interview.

"If people really want to make the rural and some of the suburban areas feel like part of this HRM, there is nothing else out there that’s going to do it like transit service."

He said he’s been assured there will be a rural component to the transit plan in January.

"I’m just disappointed that it didn’t come all together. I’m just a little worried that we chew up all of our resources in this one and don’t leave any resources for the rest of HRM."

( kshiers@herald.ca)