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CHAPTER II
SERVICE ROUTES
INTRODUCTION AND MAJOR FINDINGS
Service routes, known as community bus routes in Canada, are fixeci-routes
designed to reduce the distances that elderly persons and persons with disabilities must
travel to get to and from bus stops. Typically, smaller vehicles are used, and vehicles
win travel on neighborhood streets or to man or hospital doorways to recluce walking
distances. While routes are designed to better meet the needs of persons with
disabilities and elderly persons, they are open to the public. Services can be planned as
feeders to other f~xed-route services and can include a "route deviation" option.
Service route planning typically considers demographics, housing for the target
population, topography, and important destinations such as care centers, clinics,
hospitals, shopping, and connections to regular fixed-route service. Consideration is
- O
also Even to the vattem of travel requests coming from paratransit services.
This chapter provides a summary and comparison of the results of five case
studies conducted to evaluate service routes. The case study sites are:
Ajax, Ontario
Richmond Hi, Ontario
Madison County, IL
· Madison, Wl
· Margate, FL
While Be main purpose in studying these sites is the service routes, many of
these sites make use of options and enhancements such as the use of low-floor buses
TARP B-IA II-1 Draft Final Report
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and travel training. Therefore, it was not possible in aB cases to separate the effect of
the service routes from these other options and enhancements or from sunultaneous
service changes.
Since two of the case study sites are In Canada, the analysis results for these
cases were converted to US doDars and miles. The foDow~g conversion factors were
used:
$1.00 Canadian = $0.73 US
~ kilometer = 0.62137 miles
Key findings from the case study research include:
.
.
Service routes In each community hack their own unique personalities, which
varied by the clientele served. Ajax served the general public, including
elderly persons, persons with disabilities, students and young people, and
mothers with young cniiaren. Madison County, AL also served the general
public, but emphasized service to the developmentally disabled community.
Richmond Hills emphasized elderly persons and persons with disabilities,
and particularly catered to the less mobile elderly. Margate served the general
public, but was dominated by elderly persons, particularly the more mobile
elderly. Madison, Wl began with a service for the general public which was
aimed at elderly persons and persons with disabilities. In its final
configuration, however, Madison, Wl served mostly people otherwise
qualified for the ADA paratransit service.
Service routes were very successful In attracting ridership In 4 out of the 5 case
study locations. The routes either contributed to growth In fuced-route
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ridership (3 cases) or greatly increased He capacity of He specialized systems
aimed at elderly persons and persons with disabilities.
· Service routes appeared to be highly successful In reducing paratransit
demand. In Madison County, TE, where paratransit users were forced to use
service routes where appropriate, paratransit demand declined 40 percent.
Richmond Hid, where users were encouraged, but not forced to use the
service route, paratransit demand declined around 30 percent. ~ Margate,
where there was little coordination between paratransit and fixed-routes,
paratransit demand still appears to be 30 percent below what might otherwise
be expected.
In addition to impacting paratransit service, service routes Impacted fKed
route ridership In three out of five cases. In Richmond HiD it appears that the
Community Bus service diverted some demand from elderly users of the
fixed-route system; In Madison County, TE the fixed-route system was
eliminated altogether; and In Margate, the service route system replaced a
f~xed-route bus route which had been operated by Broward Counter Transit.
Service routes appeared to save money In Hose communities where they are
used to substitute for either fixed-route service or for paratransit service.
However, when they were added to existing services, Hey did not save
.
.
.
money.
Development of service routes required a new type of transit planning. This
planning focused more on individual needs rather than on general planning
concepts such as the use of population densities to design services. The
planriing focused on ways to bring riders to He front door of shopping areas,
TCRP B-IA II-3 Draft Final Report
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.
.
.
grocery stores, hospitals, etc. It also looked at Me trip patterns of the
paratransit service.
In ad five of the case stucly sites, the routes were changed significantly from
the time the routes were first ~ntroducect to the most recent configurations.
This flexibility is necessary for the systems to respond to changes In local
community programs with parapet changes to the service route system.
· Small low-floor buses were the vehicle of choice for service routes. Free
systems used Orion II buses, while another used a Elf bus (economical low
floor). The low-floor macle for quick and easy access and egress by We
clientele of elderly persons and persons with disabilities. The smaller vehicle
she allowed for maneuverability in parking lots as the buses approached front
doors of mans, hospitals, and community residences.
Madison County, IL was the largest service route system, ant! this system was
successful In Tuning around a continual decline ~ f~cecI-route bus service.
The success of the service routes is probably due to a number of different
features, which Include the use of low-floor buses, good coverage of the
county, extensive use of tone transfers, close coordination between the fixed
route and paratransit services, and travel training. Loss of any of these
features is likely to adversely impact the success of the Madison County
service routes.
The unique cooperation of human service agencies in Madison County also
was critical to the success of the system. Although skeptical at first, these
agencies became convinced that the service routes were Important to
mainstreaming their clients and In helping their clients to become
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independent. The human service agencies are currently strong supporters of
the service route system.
.
.
Travel Pairing was used more extensively In Madison County than
elsewhere. Agencies cooperated In providing training for their own clients,
and transit supervisors also provided travel trancing. The experience in
Madison Counter would indicate that cooperation from human service
agencies and travel training could gready increase diversions from
paratransit.
Ridership response to the service routes was generally favorable. In the
Canadian sites riders specifically commented on the great sense of
_ _ c~
"community" that they felt when riding the community bus, and comments
from Margate riders were similarly favorable. There was a more mixed
review for Madison County, IL and Madison, Wl where paratransit users were
forced to use Me systems. Some riders liked the service, and others
complained Mat it took too long or lacked adequate assistance as compared
with paratransit.
CASE STUDY SITES
Table II-1 below provides a summary of key service and demographic
information for the five case study sites. A variety of service route applications were
examined. Two sites (Ajax and Richmond HiD) operate single route services. Margate
is a four route system. Madison County, Illinois and Madison, Wisconsin are extensive
applications of the concept.
Following is a brief description of each service studied.
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Table Il-~. Characteristics of Case Stucly Sites
.
SITE l POPULATION NO. SERVICE | NO. | SE VICE DAYS/HOURS I HEADW ~Y I YEAR [
OF SERVICE ROUTE | SERVICE | | (minute ) I SERVICE [
l AREA | VEHICLES | ROUTES | I I INITIATED
Ajax, Ontario I 60,000 1 I I I M S: 9:03am-5:53pm 1 90 1 1992 1
Su~ 11:33arn-5:23pm 1 1 1
Richmond 1 95,650 1 I 1 I M-: 9:30am- 5:30pm 1 90 1 1993 1
Hill, Ontario
adison 1 226,643 33 1 16routes 1 M-: 5:28am-6:59pm 1 60 1 1989
County, IL l l | Sat Limited service l l l
Madison, WI 1 191,262 10 1 9 1 M- 8:00arn-5pm L 60 1 1992 11
argate,FL 1 42,985 5 1 4 1 M- 7:35am-6:50pm 1 60 1 1994 1
I I I Sat Limited service I weekda~s I 1;
l l | | Saturda' s
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Ajax, Ontario
Ajax Transit operates conventional fixed-route, paratransit (known as Handi-
Trans) and community bus (Flag Bus) service in Ajax, Ontario. Ajax has a population of
60,000. It is part of the Durham region, which consists of Ajax, Brock, CIarington,
Oshawa, Pickering, Scugog, Uxbridge and Whitby. The Durham region covers 954
square miles and a population of approximately 600,000.
Ajax Transit's f~xed-route service is not currently accessible. The 20 vehicle fleet
is made up of sixteen 40-foot buses, three 30-foot buses, and one 35-foot bus. The
service operates eight fixed-routes Monday through Friday between 5:13 am and 9:07
pm, and Saturday between 7:15 am and 9:07 pin Service is provided from the
Government of Ontario (GO) rail station after 9 pm until 1:30 am Monday through
Saturday. Headways vary among routes, with some routes having Monday through
Friday rush-hour service. Almost ad routes begin and end at the GO rail station in Ajax.
GO provides commuter rail service to and from Toronto, as wed as providing local bus
service. Adults fixed-route fares are $~.50 Can., while those over age 55 pay $0.65 Can.
Handi-Trans, a paratransit service, operates primarily in Ajax, but includes
Durham Region and selected locations outside of He local area. Reservations can be
made up to 14 days ~ advance, although same-day service may be available. 30% of
Handi-Trans total riclership is clemand response/same day. The Handi-Trans fleet is
comprised of three low-floor Elf buses. Fares are $~.50 Can.
Ajax Transit ~ntrocluced the "Flag Bus" In September 1992. The goal of the Flag
Bus was to create a fixec3-route serving He most common destinations of the Hancti-
Trans system and the elderly. The service was designed to serve six senior residences, a
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hospital and two medical centers, four shopping plazas and two shopping centers
including an Indoor mad In the neighboring town of Pickering. Service is provided
using a low-floor Elf bus with a seating capacity of 19 ambulatory and three wheelchair
positions. Drivers are Handi-Trans trained, therefore, passengers receive door-to-door
driver assisted service. Handi-Trans riders are encouraged to use the Flag Bus.
The Flag Bus schedule is based upon timepo~nts, which are located at designated
destinations shown on He schedule. The 90 minute headway allows ample time for
wheelchair boardings and stops for people who have flagged down the bus between
regularly scheduled route stops on the circular route. The primary transfer point to and
from the fixed-route system is Ajax Plaza (see Figure II-1). Fares on the Flag Bus are the
same as for regular fixed-route buses. Thus for elderly Flag Bus users, the fares are less
on the Flag Bus ($0.65 Can.) than on the Handi-Trans ($~.50 Can.~.
Richmond Hill, Ontario
Richmond Hill is a fast growing suburban community In the South York region,
norm of Toronto. Its population in 1995 was around 95,650 people, which is over three
fumes what it was In 1975. Richmond Hid is around 2.3 miles by S.7 miles or 20 square
miles in area, implying a density of around 4,800 persons per square mile. It has
contrasts of open fields across He street from new developments with large homes on
small lots.
Transit service within Richmond Hid is overseen by He Transit Department.
Conventional bus service within the community is provided on eight routes wad 40 foot
flyer buses. The service is operated and maintained by a private contractor. The service
is available six days per week from around 6:00 AM to 7:15 PM. Richmond HiD is also
TCRP B-IA II-8 Draft Final Report
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Figure Il-~: The Flag Bus at Ajax Plaza
..
TCRP B-1A II-9 Draft Final Report
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served by GO Transit bus routes and a commuter raid station which provide service into
Toronto.
Specialized service for elclerly persons and persons with disabilities is operated
anct maintained by the Transportation and Works Department of Richmond Hid. This
service inclucles one Orion II vehicle (Iow-floor) used for a demand responsive Mobility
Bus, and one Orion I] vehicle used for the Community Bus, which is a service
route. The drivers are employees of this department but are supervised by the Transit
Department. The dispatch operation for the service is done from the Transit
Department. The Mobility Bus and Community Bus both operate between 9:30 AM and
5:30 PM.
There also is an accessible taxi service available, with two accessible vehicles.
For this service passengers pay He regular bus fare. The taxis use the meter to
determine the appropriate fare, and bid the Transit Depardnent the meter amount less
the fare. The subsidized service is available five days per week between 7:00 AM and
7:00 PM. The Community Bus, Mobility Bus, and subsidized accessible taxi service are
available 5 days per week. The accessible taxi service is always available outside of
these hours for anyone wanting to pay the meter rate. Service on the Mobility Bus and
subsidized taxi service must be requested at least 24 hours In advance.
Richmond HiD Transit started their Community Bus service In 1993. This service
was Implemented in addition to their existing fixed-route and parat:ransit services. It
was designed to relieve the growing demand for door-to-door service. The Community
Bus serves many high rise residences for elderly persons, shopping facilities, and
medical facilities. The Community Bus provides service every 90 minutes on a fixed
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route which travels north and south on Yonge Skeet, with detours to elderly housing
complexes, condominiums, hospitals, shopping center, and Yonge Street businesses
(see Figure II-2). Although the service is a fixed-route, it was intended only for persons
with disabilities and elderly persons. Indeed, this is Me population it serves, and it is
quite popular with people using walkers as well as wheelchairs. Drivers assist people
in going door-to-cloor, thus the level of assistance is the same as for the Mobility Bus.
The fares are We same for conventional transit, the Community Bus, the Mobilizer
Bus, and the taxi service. Elderly persons paid $~.00 Can. in 1996, while younger
persons wad disabilities paid $2.00 Can.
The Orion II bus is very Important to the Community Bus. The low-floor makes
its use by wheelchairs and walkers feasible, and often it fills to capacitor. However, a
larger bus would not be able to maneuver in the tight parking areas which are part of
the Community Bus Route.
Madison County, Illinois
Madison County Transit (MCT) operates a service route system (known as the
MCT Shuttles) and paratransit service (known as the ACT Door-to-Door serviced in
Madison County, IL. MCT also contracts with Bi-State in St. Louis for bus service from
the county into St. Louis. Altogether the MCT service area covers 54 percent of Madison
County and 90 percent of the population of 226,643 persons (as of Me 1990 census).
Most of tibe county is rural, with the population concentrated In Tree subareas which
are covered by the transit service. These population centers are separated by large tracts
of primarily agricultural land. The Alton-Wood River small urbanized area and
adjacent communities comprise the northwest sub-area. Included are t he cities of Alton,
TCRP B-IA II-11 Draft Final Report
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Table Il-10. Annual Operating Cost of Service Routes
ANNUAL OPERATING COST
OF SERVICE ROUTES
LOCATION
Ajax (94-95) ~$82,000
Richmond Hill (94-95) $54,000
Madison County, IL $1,656,000
Madison, WI (94) $460,600
.
Madison, WI (95) $1,887,400
Margate, FL (95) $203,000
TCRP B-IA II-52 Draft Final Report
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Table ma-. Summary of Savings from Service Routes
ANNUAL _ ANNUAL _ _
NET NEW SAVINGS SAVINGS
REVENUE FROM FROM ANNUAL
FROM PARATR\NSIT FIXED- OPERATING
LOCATION SERVICE + TRIPS ROUTE COST = SAVINGS
ROUTES DIVERTED OR REPLACED
Ajax (94-95) $14,700 +$3 1,000 + N/A _ $82,000 _($36,300)
Richmond Hill (94- $4,100 +$58,300 + N/A $54,000 =$8,400
95) . _
Madison County, IL -$51,000 ~$659,000 + $2,323,000 $1,656,000 $1,275,000
(92-93)
Madison, WI (94) $9, 100 +$ 178,200 + $460,600 -($273,300)
Madison, WI (95) $19,200 +$2,059,400 + N/A $1,887,400 _$19 1,200
Margate, FL (94-95) $4,900 +$255,800 + $219,000 $203,000 _$276,700
TCRP B-IA II-53 Draft Final Report
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Another way to look at Me value of service routes to the various localities is to
see how the net savings or costs due to the routes compare to the annual operating
budgets for the paratransit service. Figure II-12 below shows this relationship which
compares the annualized savings to the paratransit budgets for the same years. From
this point of view, the major impacts are in Madison County, IL and Margate, where
fixed-route service was replaced and where there was significant diversion of
paratransit riders. Although there was over $191,000 in savings for Madison, WI in the
final configuration of Local Motion, the $4.4 minion dollar paratrans* budget is not
greatly impacted by this savings.
IMPLEMENTATION ISSUES
The Conceptual Planning Process
Development of service routes required a new type of transit planning. This
planning focused more on individual needs rather than on general planning concepts
such as the use of population densities to design services. Two approaches were used in
most all of the communities. The first was to connect residences, particularly for elderly
persons, with shopping, medical facilities, and other community services. The second
was to examine the current travel patterns of Me paratransit users, and design a route
around those patterns. Madison County, for example, continuously examines the
paratransit requests to determine if route adjustments would better accommodate
paratransit riders. There is always a tradeoff between number of destinations served
and the frequency of service. In Madison County, Madison, Wl, and Margate, most
service is hourly, while in Ajax and Richmond HiD, service Is on 90 minute headways.
TCRP B-IA II-54 Draft Final Report
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Figure Il-12. Es~natecI Savings as a Percentage of Annual Paratransit Expenditures
1 00%
80%
60%
4oo/o
20%
oo/o
-20%
4oo/o
.~ ., .... I:; . I ,, ,., -.; -, ;,;: ,.;,; ;.- , it
'I ~ ~ ~ ~ ~ ~ :~ ~ 'Gil ''a O'er ~ ~.~:~.~':~i~:~l
'; ~ .'.,,,, :'.,' 2 ' ' :' ~ .
if, ~ ~ '' ~_~: ~ ~
~-:::~:~ ~ :: ::: ~::~:~:~:~;~:~IL~:~ A:: ~ -7%~:~ ..:: ~ ~>;~:~ : ~
~ . ~ . ~ ~ it, ~ ~ ' '? . . ~ ~ ~ ~ ~ ~ ~'a : ~ ; . . ~ ~; ' ~ ~
.: -, ,:.-:.-- ;;,, -, ;: .: ,\:.: ,.; , -. ~,: .: , .:., :; ; .
, . ,' ', ''it ' . .;. : . ; ' ' i: ; ! ; . ~ 'a .~ . ' . ;; ' ~
~ .,, ! '. . , ' . . , , ' , .,; . ',, ~ '. . ' , ~, ,, ' , 'a . ':
I; ~ ~ ~ ~ me'" '' A'''-' i, ""'I '' ' """!'' ''
. .,~. ' .. -..:.':~Richmond, ....''` '':''':~Madison '.' :;, '-:;~Madison, I': ".:' .''':'Madison .; ''' ' ':.':'; M'arga' e; ' ::
TCRP B-IA II-55 Drap Final Report
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Given Mat Me routes are designed to meet individual needs, the ongoing
planning process needs to stay flexible in making route adjustments when new needs
are identified. However, this sometimes leads to complex route schedules. Elderly
riders In Margate take several months to understand route changes, which occur
frequency in response to service requests, or in response to observed ridership trends.
In Madison County, the MCT Shuttle might have a diversion from the regular route at a
particular time of the day. Riders who are not familiar with the schedule might be
confused by the footnotes describing the diversion.
Ongoing communication with the target ridership is very important for service
routes. In Margate, each route and schedule change is preceded by Me Transit
Coordinator for Margate attending community meetings at He various condominium
complexes to explain the new system. In Madison County, the MCT works closely wad
human service agencies In the planning of service. To assist MCT in making special
diversions to group homes or work sites, He agencies have sometimes cooperated in
making their schedules fit wad the MCT Shuttle schedule. Agencies have also been
very cooperative in travel training their clients to use the MCT Shuttle.
Route ant! Scheclule Implementation
The Madison County, IL service is an excellent example of how routes and
schedules are developed. After the initial route design is conceived, MCT uses their
road supervisors to cleterm~ne stop points along the route. The service Is clesignect
without bus stops, but each route has time points which show the scheduled arrival
time at those pouts. The road supervisors have to determine where the buses win lay
over, and how much time wig be required to lay over. In driving the routes, the road
TCRP B-IA II-56 Draft Final Report
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supervisors try to drive two miles per hour under Me speed limit. They simulate stops,
and allow 10-15 seconds for ambulatory persons to board, and 20 seconds for older
persons or persons win physical disabilities to board. They pay a lot of attention to
issues of cycle time and layover time, since on-time reliability is one of the hallmarks of
the MCT Shuttle. Generally, they develop routes which accommodate one hour
headways and include an eight to ten minute recovery time. They will drive the routes
four to five dines In designing ~em. The lime required to design a route once it is Even
O O ~ O O
to the road supervisors is about one week.
Communication and Marketing
Ajax Transit's marketing efforts for the Flag Bus have been very successful,
along with other marketing efforts, such as Customer Appreciation Day, which was
held on June 17, 1996. Naming the community bus service the "Flag Bus" reminds
people about Me type of "flag stop" service that is being offered. The service was
in~ocluced on Canada's first Raise Me Flag Day, coinciding with Canada's -125ff~
anniversary. This strongly reinforced Me ~ntroduchon of the service. The graphics on
the Flag Bus -- a Canadian Flag ~ also gives He service a unique recognition. Finally,
when a Handi-Trams customer who lives on He Flag Bus route cans to reserve a Handi
Trans ride to a location alone He Flax Bus Route, they are informed about the F1~ Rare
~ --- - O
· i, _
service. One day before Raise the Flag Day, Ajax Transit had a ribbon-cu~ng ceremony
which was attended by the Mayor of Ajax and Members of Council, Ministry of
Transportation dignitaries, staff of surrounding properties, client of the Handi-Trans
system and conventional transit users. 5,000 miniature Canadian flags were also
distributed to the public for this event.
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To market Me Community Bus Richmond Hid Transit developed a slide show
which they took to various senior housing complexes. They completed Free sessions
using I-~/' hour presentation (which included a slide-show). They also placed
advertising in the local paper, and produced a pamphlet about the service. Near the
start of the service Hey placed the Orion IT bus inside He local mad to make people
aware of the service. They also tract a booth In the man in conjunction with other
activity. They had a ribbon cutting ceremony attended by He Minister.
The schedule for Implementing the Tri-Cities service in Maclison County
illustrates MCT's efforts at communication. The plan for the Tri-Cities service was
completed In September of 1990. After public hearings, communication with officials,
and other formal efforts, the service was implemented In March of 1991. A public
relations person was hired for two weeks to do an information campaign, Including the
writing of press releases. Newspapers ran colored maps outlining the service, and radio
stations cattier public service announcements. Matc sing colored maps and schedules
were printed and distributed In several hundred locations. The supervisors spent suc
person-days providing the schedules to the distribution locations. Finally, the first
month of service on He new route system was fare-free bow for Alton and Tri-Cities.
T~ · -
rave~ . 1rammg
MCT has perhaps the most comprehensive travel training program of the five
study sites. MCT began gavel training in earnest on their service in August of 1991. In
preparation for this, they started in June of 1991 to meet with human service agencies to
convince them of the value of moving Heir clients from the parairansit service to the
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fixed-routes. This was a difficult Wing to seD, and required many meetings with the
agencies and the community.
MCT used a supervisor and a tranZer to assist with travel training of persons on
the MCT Shuttle. The travel training has focused on the developmentally disabled
community. Although there was considerable resistance by agencies and parents at
first, a breakthrough occurred when permission was received to train one young man.
As a result of the tra~rung, this individual began to travel independently. Soon, others
In his group home wanted to be trained, and this was the begging of a travel trairung
push that continued throughout 1992. MCT travel trained approximately 35-40 persons,
and human service agencies gained another 100 persons. Travel training still continues
when individuals are identified, or when already trained individuals need retraining for
alternative routes or destinations.
Other efforts with travel trairung have been more limiteci. BCt conducts some
travel training and, as an ~ncen~ve, offers a time limited, free-fare pass to participants,
however, this is not necessarily aimed at the Margate service. Madison W! conducts
limited training, while Ajax offers no travel training at ah. ARC Industries In Richmond
HiB travel trains clients to use He conventional buses, but not the service route.
Techniques to Encourage Switching
~ Ajax, customers are informed about the Flag Bus if they live on the route and
are traveling to a location on the route. Widely distributed schedules also are used to
encourage a switch. In Richmond Em, the approach is somewhat the same. The
Richmond Hip dispatch operation for the Mobility bus and accessible taxi service
reminds anyone on the Community Bus route that the service is available. They do ask
TCRP B-IA II-S9 Draft Final Report
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their regular customers to use the service if they can do so, particularly since the
Community Bus has Me same door-to-door service as the Mobility Bus.
In Madison County, Wisconsin, riders are not given a choice about using T~ocal
Motion: if they require service in Me Local Motion area, they must take it. Similarly,
Madison County IL may insist Mat riders use the MCT Shuttle service routes if they are
able. In Margate, there is no direct referral mechariism the BCt paratrans* service and
the service route system.
Drivers: Hiring and Training
Driving vehicles In some of the service route systems can be clemanc3~ng. This is
particularly true In Madison County, IL, where the schedules are tight, and there Is
great emphasis on staying on schedule. In addition, the drivers want to be able to make
the connections required for transferring passengers. Drivers for the MCT Shuttle were
originally recruited from the ACT Door-to-Door service, because it was felt they would
be knowledgeable of the needs of persons with disabilities. However, driving the MCT
Shuttle seemed to be wearing, and sometimes the drivers' personalities changed for the
worse. MCT has determined that finding the right personality types may be as valuable
as driving experience, so they search for new drivers who like people, who are not
cynical, and who won't be bothered by children.
Similar to Madison County, Richmond HiD hired its drivers for the Community
Bus and Mobility Bus from the Toronto Transit Commission's paratransit service. In
order to keep the drivers fresh, they are rotate between the two services. Richmond
Hill's Community Bus route is challenging due to the tight turns, and demanding
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schedule. The drivers consider it more difficult to drive than He Mobility Bus
para~ansit service.
Vehicles
Small low-floor buses are the vehicle of choice for service routes. Madison
County, id, Madison, Wl, and Richmond HiD use Orion ~ buses, while Ajax uses an Elf
bus. The low-floor vehicles provide quick and easy access and egress for elderly
persons and persons with disabilities. The smaller vehicle size allows for
maneuverability In parking lots as the buses approach front doors of malls, hospitals,
and community residences. Both Margate and Madison County, IL use high-floor buses
with lifts. While these pose little difficulty for most observed ambulatory riders, they
are not as convenient for persons who use wheelchairs or walkers.
TRANSFERABILITY
The following issues need to be considered ~ determining how the service route
case study results would apply to other transit systems:
.
The service route concept appeared to work very wed In the small urban and
suburban communities seen In the case study examples. Service routes
worked best when Hey were designed to meet very targeted needs, even
individual needs as identified through analysis of paratransit ridership.
Successful design required a set of key origins and destinations which could
be provided hourly service, or at least 90 minute service. Given Mat such a
design could be developed, there is no reason that service routes could not be
successful in larger cities as well.
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.
.
.
Madison County, IL was Me largest service route system. The success of Me
MCT Shuttle is due to a number of different features, which ~nclucle the use of
low-floor buses, good coverage of the county, extensive use of time transfers,
close coordination between the fixed-route and para~ansit services, close
coordination win human service agencies, and travel training. Also, the MCT
system had the advantage of replacing a much more expensive f~xed-route
system, so that MCT had sufficient operating funding to develop a
comprehensive service. Loss of any of these features would probably have
adversely impacted] the success of the Madison County service routes.
The key to the Richmond HiD Co~rununity Bus system is that it is aimed at less
mobile members of the commuriity, and at health and shopping trips. Its
success also depends In large part on the dense development of elderly
housing, medical facilities, and shopping areas available along the route.
Also, the Richmond ~ bus clepends on He use of low-ffoor buses ant! on He
personal assistance given to passengers by He drivers. These factors are
critical enough to be considered seriously by over locations looking to
unplement a new service route system like the one In Richmond Hip.
The success of the Margate service is likely clue to its very high elderly
population in a reasonably compact community with many nearby shopping
areas and other destinations of Interest. Elderly riders found the service
useful to help them cross many busy and wide Marinate roadways and to
replace their automobiles which they had given up driving for various
reasons.
TCRP B-1A II-62 Draft Final Report
Representative terms from entire chapter:
madison county
