Halifax Transit

[OldDartmouthMark]

Halifax seeks study on adding hydrogen fuel cell buses to transit fleet

Halifax Transit is eyeing the addition of hydrogen-powered buses to its fleet.

The municipality issued a tender on Wednesday seeking a feasibility study of incorporating 40 to 60 hydrogen fuel cell buses into the service.

Patricia Hughes, the director of planning for Halifax Transit, said the study fits into the municipality's climate change goals.

"We're looking forward into the future and thinking about the different emerging technologies and sustainability. We have some goals around climate change through our HalifACT plan. So we're just making sure that we're exploring all of the options to prepare ourselves for the future."

The study will assess hydrogen fuel cell bus technology, its environmental implications, cost and operational requirements.

Electric buses on order
Halifax Transit's fleet of about 350 vehicles is currently diesel- or gasoline-powered, but the municipality is well on its way to adding electric buses. Sixty electric buses are on order, with the first 30 expected to be delivered by the end of 2023 and the remaining 30 anticipated in spring 2024.

The service aims to add a total of 200 electric buses by 2028.

[Wannabe Economist]

This is a snippet from the Altus Group's latest construction cost guide that shows the various cost ranges for different rail types in Canada.

[someone123]

Originally Posted by Wannabe Economist

This is a snippet from the Altus Group's latest construction cost guide that shows the various cost ranges for different rail types in Canada.

Interesting. Thanks. A good "takeaway" is that there is huge variability in cost even for a similar type of infrastructure or a "class" of infrastructure like "rapid transit". And so IMO conversations like city X can't have tunnels or rapid transit, in the abstract, mean almost nothing unless you pin down a specific plan.

As a specific example you can spend hundreds of millions building an underground station vs. $30M for elevated vs. perhaps $5M for an at-grade platform. And you can have something like an underground system where the stations are above ground. The multi-billion heavy rail fully underground systems do not make sense in Halifax but streetcar or LRT with underground portions, or maybe bus tunnel portions, is well within a reasonable budget range for a developed city of half a million.

Even bus systems are similar and BRT often has no clear meaning. A city can have a more or less developed bus system, and Halifax already has a medium complexity system going back decades with some special features like articulated buses, express routes, and large terminals. Streetcars can (likely should) fit into this system and with battery electrics the lines are blurring a bit.

[Phalanx]

I don't find it particularly useful, unfortunately. The range between the high and low is so large that without knowing the circumstances it could mean anything. Overall average cost and total kilometres built would at least provide some useful context.

What were the different circumstances between the highs and lows?
How prevalent are the conditions at either end? (90% of the network could have been built close to the low with only a few KM built at the high end or somewhere in between)
Companies involved?
Plenty of other variables.

[Nouvellecosse]

Originally Posted by Phalanx

I don't find it particularly useful, unfortunately. The range between the high and low is so large that without knowing the circumstances it could mean anything. Overall average cost and total kilometres built would at least provide some useful context.

What were the different circumstances between the highs and lows?
How prevalent are the conditions at either end? (90% of the network could have been built close to the low with only a few KM built at the high end or somewhere in between)
Companies involved?
Plenty of other variables.

I think that's the point. That there's too large a cost range and too many variables to make relevant assumptions so people should stop assuming and wait for an actual cost assessment of specific proposals.

[swimmer_spe]

Originally Posted by Phalanx

I don't find it particularly useful, unfortunately. The range between the high and low is so large that without knowing the circumstances it could mean anything. Overall average cost and total kilometres built would at least provide some useful context.

What were the different circumstances between the highs and lows?
How prevalent are the conditions at either end? (90% of the network could have been built close to the low with only a few KM built at the high end or somewhere in between)
Companies involved?
Plenty of other variables.

Think of it as a way to show the overlap of various costs to then make an argument to spend a little more to get a lot more.

[OldDartmouthMark]

I think we already knew there could be a wide range of costs depending on specific conditions and applications, not to mention grade of equipment/facilities (super low cost vs high end). It's easy to imagine how there could be high cost variability, like tunnelling through solid granite vs excavating soil, and everything in between.

The takeaway for me is relative costs in general, and that there are not huge relative differences between different geographical locations. However, still the data is vague and doesn't nuance out the percentage of high cost vs low cost, or the situational reasons for the variances.

So, nothing to hang your hat on, but interesting nonetheless.

I do agree that it's kind of silly to say that Halifax can't have this or that without an actual plan and associated cost estimates. You can probably say, though, that depending upon an imagined budget based on the city's past and present plans, which type of system could be in play for the future... although it's pretty clear now that "bus" is probably the answer to that. The door is closing (or has closed) on the possibility of tunnelling in the downtown area, though "cut and cover" or elevated might still be an option.

Cogswell gives us hope that the city is still able to take on relatively major redevelopments, however the timeline from initial realization that the overpasses have reached their service life to actually getting it done seems to have taken a long time. With the lofty goals for population increases that Halifax/Nova Scotia have, I am sceptical that they will be able to get it done without some transportation hardships before it gets worked out. Perhaps a bright spot is that a sizeable percentage of the population will decide that the hardships associated with bicycling will still be better than waiting for transit or being stuck in traffic, and thus our bike lane network will be better used than it is currently.

[Hali87]

A couple big takeaways from that table are that LRT tracks aren't very expensive relative to highways - 1km of 1 highway lane looks like it costs more than 1km of track, and 1km of track + associated "systems" for that km could be comparable to 1km of highway with 2-3 lanes in each direction (one is not inherently more expensive than the other). On the other hand, highways are for moving cargo/freight as well as people, whereas LRT tracks aren't really used for cargo, although if they take pressure off the right parts of the highway/road network they could indirectly increase the freight capacity (since more of the highway/road network would be available to freight compared to otherwise). LRT costs would also have to factor in vehicles, whereas highways don't really come with vehicles attached (other than maybe maintenance/staff vehicles).

Another is that Alberta consistently has the lowest costs. Part of this is that Edmonton and Calgary have a ~30-year head-start on LRT vs the other jurisdictions (unless TTC streetcars are included; Scarborough RT and Skytrain technically are different from LRT from an engineering perspective). But there are other factors such as the lower taxes and lower cost of fuel and electricity that make construction a bit cheaper there, plus the terrain is usually a lot easier to work with, plus they often have more lateral space to work with along major corridors. It's tempting to point to the fact that Alberta's cities can do such-and-such with whatever population or budget, but it's important to take context into account. By default our construction costs would probably be closer to BC's - more regulation, higher taxes/higher energy/materials costs, less space to work with, terrain that is more hilly and rocky. That doesn't necessarily mean they'd be prohibitively expensive but in terms of cost/km of rail it's unlikely that Halifax would score a bargain relative to other Canadian cities. We could probably aim for average per-km costs in each listed category (at best) and balance this out by making each km of the system more useful than average.

It doesn't seem impractical to do a core "premetro" line with 1-3km tunneled E-W under the Peninsula with above-ground stations near the Waterfront, Commons, and Mumford, 1-2km elevated through the West End/Fairview area, and then built into the Dunbrack/Kearney Lake median all the way out to West Bedford (stations at Dunbrack/Main, Dunbrack/Lacewood, Kearney Lake/Parkland/Bi-Hi, Kearney Lake/Larry Uteck, Larry Uteck/Broad, Larry Uteck/Hammonds Plains), or along the BiHi (stations at interchanges: Dunbrack, Lacewood, Kearney Lake, Larry Uteck, Hammonds Plains, Bedford Highway). The system could be engineered to ensure that most or all of the stations are at-grade. Over time the at-grade track could be converted to elevated, and there could be extensions to Dartmouth and/or Spryfield as well as northward through Sackville or towards YHZ.

I think an elevated tramway above Robie would be an effective complement to this, with stops serving NSCC-NSIT, Robie/Young, Robie/Quinpool (transfer to "Line 1"), Robie/Spring Garden (Central Dal), Robie/Inglis (SMU). Another rail route (commuter or LRT) using the existing Rail Cut (either "in" it or "above" it) would also complement it well, with stops at the VIA station, SMU (transfer to aerial tram), Oxford/South (West Dal), Mumford (transfer to "Line 1"), and then running along the Bedford Highway (MSVU, Larry Uteck, etc), potentially to a different part of Bedford. A second aerial tram could connect the Oxford/South station with Fleming Park and then South Centre in Spryfield (currently a minor terminal/park & ride, has potential as a terminus on an extended Dunbrack line/branch).

[someone123]

I think terrain or taxes etc. are likely to be around 2x at the upper end (barring really extreme geography that Halifax does not have or likely just wouldn't get much transit service) while details like how stations should be built can have a 10x impact. And Halifax is likely to be cheaper for some aspects like wages vs. Alberta.

One of the blind spots I see is that people talk about tunnels but not so much about the stations. Often the stations are a major part of the cost of new systems. The Evergreen extension is a good example. Some of those stations cost around $30M, in the same ballpark as a bus terminal. If you look at total costs of that line they are high but if you look at the Port Moody and Coquitlam Centre portions, both for the style of infrastructure and the type of neighbourhoods served, they are well within the metro Halifax range.

In a conversation about downtown tunneling one of the big questions is where the stations go and how they connect to other modes. A station could be excavated later on under a park-like space or could be built as part of a new building complex. For example, the park area by Morse's Teas could become one station and Victoria Park could become another one. Then they'd be connected by tunnel boring machine. University Avenue could be used for an above-ground station similar to what you see in Calgary and another could be built on the North Common.

[someone123]

I also think there is an opportunity to "rough in" stations that will be useful for buses, particularly electric buses, and then eventually have the option to be converted to LRT or underground streetcar. Examples:

- Underground bus station downtown for now in the Cogswell area that connects to the ferry terminal
- Station around Young Street as part of one of the major developments that are likely to happen
- Mumford
- Lacewood

[teddifax]

I just wish for once, Halifax could think enough ahead to actually plan something out and do it correctly as well..... Halifax is never known for proacting, more reacting and well after the fact sadly.... I love Halifax but planning has never been a strong suit for my city.... The time to make the plans and enact on what is required in the future is now.

[swimmer_spe]

Originally Posted by teddifax

I just wish for once, Halifax could think enough ahead to actually plan something out and do it correctly as well..... Halifax is never known for proacting, more reacting and well after the fact sadly.... I love Halifax but planning has never been a strong suit for my city.... The time to make the plans and enact on what is required in the future is now.

You mean like they did with the 1 lane ramp that became obsolete within a short time of opening?
Or an interchange that became a waste of money?

Why would they want to change?

[Dmajackson]

2023/24 Annual Service Plan - Halifax Transit

Budget Committee Report

It's not an exciting report. The plan this year is to implement the changes proposed in last years plan that were cancelled due to staffing issues. There is mention that the Mill Cove Ferry is progressing and site work could begin this year.

Route 1 - MFTP changes to provide two-way service on Gottingen Street (Cogswell - North). Schedule adjustments to provide better adherence.

Route 10 - MFTP changes to become a new core route. New route through South-End Halifax. From Dalhousie 10A will service to Bridge Terminal, 10B will continue to Mic Mac Terminal, and 10C will extend to Caledonia. Route 41 will be removed alongside this change.

Route 28 - Route change in Bayers Lake to service the new Outpatient Centre. It will use Susie Lake Blvd and Julius Blvd.

Route 51 A/B - New local route replacing existing Route 51. All runs will service BIO and Ocean Breeze via the new road extension. Peak hour runs will extend to Wright's Cove.

Route 56 - Extended to service Wright Avenue to Wright's Cove Terminal.

Route 72 - Route adjustment and extension in Burnside. It will use Commodore Drive - Dartmouth Crossing - Cutler Avenue - Wilkinson where it will end via a loop of Wright/John Savage/Jennett.

Route 192 - New Bedford South peak-only express service from Southgate - Starboard to Downtown Halifax.

Route 196 - Additional trips added and rerouted to use Hwy 102 & Bayers Road.

If these changes go ahead Moving Forward Together Plan will be considered complete. The only change left from the plan is Route 310 - Middle Sackville Regional Express. With the severe decline of ridership on the 300's since 2020 I think this is no longer a priority and the terminal won't be built for a few more years.

[teddifax]

Originally Posted by swimmer_spe

You mean like they did with the 1 lane ramp that became obsolete within a short time of opening?
Or an interchange that became a waste of money?

Why would they want to change?

I am NEVER surprised at the complete lack of planning for this city.... they react well after the fact rather than proact.... to just about everything.

[OldDartmouthMark]

Originally Posted by swimmer_spe

You mean like they did with the 1 lane ramp that became obsolete within a short time of opening?
Or an interchange that became a waste of money?

Which ramp and interchange are you talking about, specifically?

[OldDartmouthMark]

I have to say that the staffing issues carrying on past peak Covid are a bit of a surprise. I hope they are able to fix this problem moving forward.

[Keith P.]

Originally Posted by OldDartmouthMark

I have to say that the staffing issues carrying on past peak Covid are a bit of a surprise. I hope they are able to fix this problem moving forward.

I would not hold my breath. They are, and always have been, incompetently managed.

[Drybrain]

Originally Posted by OldDartmouthMark

I have to say that the staffing issues carrying on past peak Covid are a bit of a surprise. I hope they are able to fix this problem moving forward.

My assumption is that it’s not COVID staff shortages but our current low-unemployment environment making it hard to attract and retain drivers at current wages.

[swimmer_spe]

Originally Posted by OldDartmouthMark

Which ramp and interchange are you talking about, specifically?

The ramp on the Halifax side of the Mackay Bridge that was only torn down about 15 years ago.

[Keith P.]

Originally Posted by swimmer_spe

The ramp on the Halifax side of the Mackay Bridge that was only torn down about 15 years ago.

To make matters worse, they left it standing for years after it was abandoned because nobody could be bothered to demolish it. It looked like a relic of a natural disaster or an act of war.