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December, 1974
Madam Chairman, Members Transit Coordinating Committee
RE: Transit Assumption Study
Mrs. Anne Jones:
I herewith present the Transit Technical Committee's report on the impacts of assumption of the Public Transportation System from the City of Hamilton by the Regional Municipality of Hamilton-Wentworth.
The report, I believe, satisfies the requirement that the Tech- nical Committee undertake the study in accordance with the terms of reference and to provide the Transit Coordinating Committee with recommendations accordingly.
The Technical Committee membership was made up of representatives from the Hamilton Street Railway, Planning and Development, Engineering and Finance Departments of the Region, the Ministry of Transportation and Communication and the Traffic Department, City of Hamilton. I acknowledge with thanks, the time and work provided by the members of the Committee in undertaking this aipiveult study .
In conclusion the Committee believes that this report provides
the necessary background information in order for the Coordinating Committee and Regional Council to approve policies with respect
to the Hamilton-Wentworth Region's Public Transportation System.
The last task to be undertaken by the Transit Technical Committee is to prepare a Transit Operating By-law. This by-law will be prepared by the Technical Committee and submitted to the Coordinat- ing Committee and Regional Council as soon as practical after the enabling legislation is approved early in 1975.
Respectfully submitted,
D.W. Roudhley, P.Eng., Chairman
ADTACH.
REGIONAL TRANSIT COORDINATING COMMITTEE
Regional Chairman Anne H. Jones, Chairman Regional Coordinator C.T.C. Armstrong Councillor F. Campbell
Councillor V.aN. “Copps
Councillor EH. Everett
Mr. T.A. Rice, Hamilton Transit Commission
Councillor P. Valeriano
REGIONAL TRANSIT TECHNICAL COMMITTEE
Mr. D. Roughley, Regional Engineering Dept., Chairman
Mr. F. Cooke, Hamilton Street Railway
Mr. R. Desjardins, Hamilton Traffic Department
Mr. D. Garner, Ministry of Transportation & Communications Mr. J. McAully, Regional Finance Department
Mr. G. McCarthy, Regional Planning & Development Dept.
Mr. H. Mauradian, Regional Finance Department
ire. Patterson, Ministry of Transportetion & Communications Mr. H. Schweinbenz, Regional Engineering Department
Mr. J. Little, Hamilton Street Railway
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REGIONAL TRANSIT ASSUMPTION STUDY
TABLE OF CONTENTS
LIST OF ILLUSTRATIONS Page SUMMARY 1. FINDINGS i a Operating Costs & Revenue Projections 7 Bz Allocation 7of Deficit ui en Legislation 2 dx Oroanizaevenals structure 3 2. RECOMMENDATIONS 3 ae Allocation of Deficit 3 bi. Legislation 4 Cz Organizational Structure 5 d. Local Municipality Estimates of Increased Service 6 I INTRODUCTION 1. BACKGROUND a A 2. STUDY ORGANIZATION Ler 3. TERMS OF REFERENCE ABA f ae THE HAMILTON TRANSIT COMMISSION 1. HAMILTON STREET RAILWAY i: a Bus Routes dio! ioe Physical Assets and Liabilities TI-2 (‘on Proposed Capital Expenditures II-2 Cis Operating Statistics — 1973 Dis e. Agreements and Operating Licences Li=3 2. CANADA COACH LINES Pi 3 ale Bus Routes II-4 bi. Physical Assets and Liabilities Li=5 ro Proposed Capital Expenditures II-5 ais Operating Statistics - 1973 Ti-5 e. Agreements and Operating Licences LiaG 3. FARE STRUCTURE AND SUBSIDIZATION POLICIES Pin 4, RELEVANT BY-LAWS AND ACTS - II-9 io OPERATING COSTS & REVENUE PROJECTIONS ee HAMILTON STREET RAILWAY a Bit 2. CANADA COACH LINES Lli=i 3. LOCAL MUNICIPALITY ESTIMATES OF INCREASED
TRANSIT SERVICE LiT=2
FIGURE NO.
1
aval
LIST OF ILLUSTRATION
‘DESCRIPTION
H.S.R. Regional and Inter Regional
Routes
Bus Coverage Bus Coverage Bus Coverage Bus Coverage Canada Coach
Canada Coach
City Town Town Town Line
Line
Regional Routes
Canada Coach Trips
Line
of Hamilton
of Ancaster
of Dundas
Of Stoney Creek System
Regional and Inter
Total Daily Vehicular
Canada Coach Line Total Daily Bus Riders
Urban Transit Area
Recommended Organizational Structure
Follows Page
II-10
SUMMARY
The following is a summary of the pertinent findings and rec- ommendations resulting from the study.
The detailed information and analysis which provided the basis for these findings and recommendations is contained in Chapters tf i, i, Vp Va ana tne Appendix of the report.
1. FINDINGS
Oe Operating Costs and Revenue Projections
In 1973 the costs and revenues resulting from the operation of the Hamilton Street Railway were $9.6 million and $6.4 million respectively. The system, therefore, operated at avdeficit of $3.2 mitlion. Costs and revenues of Canada Coach Lines were $3.0 million and $2.90 million respectively with a elo0, 000 “deticiteon the 1973 operations... in, 1973, the H.S.R. deficit was subsidized approximateiy 40% by the prov- ince (in 1974 the operating deficit will be eligible for a 50% provincial subsidy). The deficit ‘on ‘the. C.C.L.. operat-— ion, which,.is not eligible for provincial assistance, was funded by a grant from the City of Hamilton.
In the future the costs of operating the Hamilton Street Railway and Canada Coach Lines will increase. (see Tables III-1, Pel 2 Lela, bl ay Cnaprer’ LLL) ;
By the year 1979, assuming no increase in present fare levels, the annual net deficit (after Provincial subsidies) of the Hamilton Street Railway can be expected to increase to approx- imately four million dollars due to inflation alone,
This net deficit could increase to approximately eight million dollars if the transit system is expanded to serve developing areas.
If fares remain constant and there is no significant increase in ridership on Canada Coach Lines (the interurban carrier which is not eligible for Provincial subsidy) the annual oper- ating deficit can be expected to increase to approximately
two million dollars by the year 1979: due to inflation.
Even with a ten percent fare increase every two years and assuming no significant increase in ridership the annual oper- ating deficit for Canada Coach Lines can be expected to reach one and one-half million dollars by the year 1979.
be Allocation: of Deficit
The Transit Technical Committee report examined the complex organizational, service and fare structure of the Hamilton Street Railway and the Canada Coach Lines Ltd., and the var- ious basis of apportionment available to the Region to app- ortion the deficits within the proposed legislation.
The report concluded that the deficits on inter-regional routes, should be a provincial responsibility, (the prov- incial representative on Committee made no commitment in
this regard). Until the province assumes the deficits on these routes they should not be the responsibility of any individual area municipality but the deficit should be part of the general Regional levy and apportioned to the area mun- icipalities on the basis of equalized assessment.
The report concluded that the inter-regional routes, should be a provincial responsibility. Until the province assumes the deficits on these routes they should not be the responsibility of any individual area municipality but the deficit should be part of the general Regional kvy and app- ortioned to the area municipalities on the basis of equalized assessment.
Seven criteria were proposed for judging the various bases of apportionment for Regional transit service deficit.
a) Generally understood and acceptable. b) Easily determined. e) Flexible.
da) Reflect the service available.
e) Not encourage demand for uneconomical service.
£) Permit area municipalities input.
g) Permit area municipalities internal taxing options.
Based on these criteria the Transit Technical Committee concluded that the apportionment of the Regional transit service deficit should be on the basis of equalized assess- ment within an "Urban Transit Area". The "Urban Transit Area" was defined as an area that received a predetermined level of service, which would be established in consultation with the area municipalities.
The interim report on alternatives for allocation of deficits was examined by the Transit Coordinating Committee who conc- luded that the criteria for judging the basis of apportionment for Regional transit service deficit were deficient in that they did not reflect the importance of a transit service to the financial vitality of the Region in total and that all munic- ipalities should be expected to contribute on some basis to the continued growth potential of the Region. (See Tables LY¥=5 ; IV-6, Chapter IV, IV-A.4, IV-A.5, Chapter IV Addendum) .
Cy Legislation
In order to implement the resolution passed by the Hamilton- Wentworth Regional Council on April 16, 1974 which stated,
in essence, that transit Should be a responsibility sot Regional Government, it is necessary that the Regional Munic- ipality of Hamilton-Wentworth Act, 1973 be amended and that certain Sections of the City of Hamilton Act be repealed.
a Organizational Structure
The main issue relating to organizational structure is whether or not a change is required at this time in the Policy organ- ization of the Public Transportation System with assumption
of the System by the Region.
In our review of Policy Organization, we believe there are three (3) basic alternatives namely the
(1) An Appointed Commission
(2) A Committee of Regional Council
(3) An Appointed Commission (restructured with ad- ministrative and system support from the Region)
Six (6) key issues were found to be relevant in evaluating organizational alternatives for the public transportation System. The issues are:
Responsiveness to public need
Degree of Regional Council Influence
Degree of Integration with other Service Policies Degree of use Of Regional Resources
Adherence to policies of Province of Ontario Impacts on existing organization and staff.
2. RECOMMENDATIONS
OO aoe Oo PBWN FE od
a. Allocation Of Deficit
After reviewing the conclusions of the Technical Committee (see FINDINGS, paragraph b. above), the Transit Coordinating Committee concluded that the Regional transit service deficits should be apportioned half on the basis of equalized assess- ment for the whole Region and half on the basis of revenue miles to the benefitting municipalities and the subsidy in respect of special adult fares be apportioned to the muni- Ccipalities benefitting.
Specifically the Transit Coordinating Committee recommended:
a4) "that the "Urban Transit Area" be defined in the Regional Public Transportation Operating By-law as the whole of the Region.
2) That 50% of the Regional Public Transportation Deficit after Provincial subsidy be apportioned to the Area Municipalities on the basis of Equalized Assessment.
3)) That the remaining 50% of the Public Transportation De- ficit be apportioned to the Area Municipalities on the basis of revenue miles.
4) That the Regional Public Transportation Deficit after Provincial subsidy to be apportioned under 2) and 3) above not anclude the cost of special adult rates as subsidized “by the City of Hamilton.
5 )
6)
The net cost of reduced fares and passes of special adult rates as subsidized by the City of Hamilton are to be apportioned directly to the Area Municipalities benefitting.
That the Inter-Regional’ Public Transportation Deficit be apportioned to the Area Municipalities on the basis of Equalized Assessment."
In order to implement the intent of the Transit Coordinating Committee's recommendations, the Transit Technical Committee made the following recommendations:
1)
3)
The Regional transit service should be funded through one operating body (for the present time the Hamilton Street Railway).
That negotiations should commence with the province for them to assume the cost of the Inter- regional transit services.
The deficit of Canada Coach Lines in respect of inter- regional routes to form part of the general levy of the Reqion until Gt is met 100e by the province.
That a standard fare ag be implemented within the Urban Transit area.
That the Urban Transit area be designated as soon as possible.
That a committee of the Treasurers of the area municip- alities be established to agree the calculations of revenue miles on the basis of the operating by-law.
That the officials on the Hamilton Street Railway and Canada Coach Lines be required to prepare the necessary records and information for submission to Committee of Lreasurers,
Legislation
Amendments be made to the Regional Municipality Of Hamilton-Wentworth Act, 1973 as outlined in detail in Chapter V of this report.
The following Sections of the City of Hamilton Act be repealed:
- The City of Hamilton Act, 1960, being Chante 1424 and
= Section 2 of The City Gf Hamieon Act woe l-o2 (No. 2), being Chapter 151, ana
- Section 1 -of ‘The City of Hamilton mace, 1966, being Chapter -17 1) -dnd
Ce.
)
2)
3)
4)
-~ Section 2 of The City of Hamilton Act, 1970, being Chapter 1537 and
eS Section 1 of The City of Hamilton Act, 1971, being Chapter 113, and
~ Section 3 of The City of Hamilton Act, 1973, being Chapter 191.
Organizational Structure
The policy body for the Regional Public Transport- ation System should remain a Commission structure at this time.
The Regional Council should review the Commission Structure in three (3) years.
The Commission should be named the Hamilton- Wentworth Transit Commission.
The Commission should have a membership of persons with political-and non-political background and should be made up of the following members:
Three (3) Regional Councillors (appointed by Regional Council) ; Two (2) Citizens (appointed by Regional Council).
In addition the Chairman of the Hamilton-Wentworth Region.is recommended to sit ex-officio on the Commission.
it 1s aiso recommended that’ the Generals Manager of the Hamilton Street Railway Company and the Regional Coord-
inator attend all meetings of the Commission.
5)
6)
1)
8)
The position of Secretary of the Commission should be filled on a permanent basis.
It is recommended that the Management of the Public Transportation System and the Regional Planning
and Engineering Departments maintain a coordinated approach to transportation planning, programming and budgeting through the Regional Coordinator.
The role of the Hamilton-Wentworth Transit Commission as a policy making body responsible for Public Trans- portation Service should be clearly defined ina Regional Operating By-law.
The role of the Commission and its objectives should be developed, documented and approved by the Region- al) iCounci 1.
9)
0)
os)
12)
13)
2)
3)
The General Manager should continue to be responsible to administer and manage the Public Transportation Systems. The duties and responsibilities of the General Manager and Staff of the Company and their relationship to the Commission and Regional Council should be clearly defined and approved by the Commi- ssion and Regional Council.
The Commission should have regular meetings on a monthly basis, and these meetings should be open to the public:
The Regional Councillors should not receive any compensation for an Appointment to the Commission. The citizen members of the Commission should be reimbursed for their time spent at Commission meetings and for expenses incurred on Commission business. The rate of compensation should be est- ablished by Regional Council.
The General Manager should seek the cooperation of the Regional Administration to provide, where required, support functions which are available from Regional resources and staff.
The Transportation Goals of the Region, to include Public Transportation, should be clearly defined, documented and approved by Regional Council in the future.
Local Municipality Fstimates of Increased Transit Service
following recommendations arise from the meetings with Councillors and Officials of the Area Municipalities.
The Regional Transit Operator should develop an inter- face and reporting relationship with the Regional and Local planning groups in order that the Transit Operator is aware of development as it occurs.
Unique service requirements within the Regional Transit System should be recognized and service provided as warr- anted in cooperation with the Area Municipalities.
The Regional Transit Operator should place particular emphasis on the development of a public relations program and the dissemination of information to the public and to Area Municipalities.
INTRODUCTION
1. BACKGROUND
On April 16; 1974, the Council of the Regional Municipality of Hamilton-Wentworth approved the following recommendation contained in the April 11, 1974, report of the Finance Committee: —
That the Regional Council confirm the recommend- ations of the Finance Committee that transit should, in principle, be a Regional responsib- ility but that these responsibilities not be assumed untal-wanuary 1, 1975;
that all studies on the legal and financial imp-
lications Of “such a transfer and on the structure of a proposed Regional system be continued, and,
if necessary, accelerated;
that the Co-ordinator be instructed to draft a report pointing out all lecislative changes which must be recommended to the Province of Ontario to make possible the transfer from the City of Hamilton to the Regional Municipality of Hamilton-Wentworth the responsibility for transit;
and further, that the Finance Committee be respons- ible for the guidance of the Studies presently underway - but that the Finance Committee refer
to the other appropriate committees any recommend- ation affecting their areas of recommended policy.
=. SIUBDY ORGANIZATION
A Technical Committee, consisting of representatives of the Hamilton-Street Railway, the City of Hamilton, the Regional Finance Department, the Regional Engineering Department, the Regional Planning Department and the Ontario Ministry of Transportation and Communications, was formed to advise the Regional Council on the details of implementing the council resolution,
This technical committee was directed to report to Regional Council through a Transit Coordinating Committee. The Tran- Sit Coordinating Committee was composed of the following members: Anne H. Jones, Regional Chairman; Councillor V.
ine "Copps? Councillor @. Campbell; Councidlor H. Everett; Councillor 2. Valeriano; T.A. Rice, Chairman Hamilton Transit Commission; C.T.C. Armstrong, Regional Coordinator.
So. feavio OF ReErFERENGE
The Technical Committee's terms of reference, approved by the Transit Coordinating Committee were as follows:
Inventory and define the following aspects
of the Transit System being operated by the Hamilton Street Railway Company (H.S.R.)
and its subsidiary, Canada Coach Lines Limited (Cae tree
a) The physical assets and liabilities;
b) Capital cost commitments and projections based on present operation;
c) Any franchise and operating agreements presently in effect with the two companies;
dad) The bus routes and service areas under the following broad categories;
- Regional - Hamilton Street Railway - Canada Coach Lines
Hamilton Street Railway - Canada Coach Lines
- Inter Regional
e) The existing levels of transit service prov- ided within the categories of service areas described in the above item (d);
f) Any other service(s) provided by either company.
Estimate operating and capital costs and reven- ues for the existing transit services provided within the categories identified in the above Terms of Reference, item (d). Also identify
the present policies of fare subsidization followed by the Area Municipalities within the Region, re: Senior Citizen reduced fares, stud- ents fares, etc.
Identify and project the operating and capital costs and revenues expected in the next five years including any presently planned expansions of equipment and service. Examine the cost- revenue deficit relationships within this period on the basis of a minimum 10% and maximum 20% acceleration rate of Capital and Operating Costs.
Request the area municipalities, with the except- ion of the City of Hamilton, to identify desir- ed additional transit services within their res-
pective municipality. Identify and project the
Capital and operating costs of these additional services for the next five years.
Identify and examine alternative methods of distributing transit service deficits to the various municipalities within the Region and, where appropriate, in other Regions. Review the legislation affecting transit service in the Region and in the City of Hamilton and detail any necessary changes which will be required to accomplish a change in ownership of the Transit Company from the City to the Region, effective lst Jvanviary, L975:
Identify and examine the present and alter- native organizational and reporting struct- ures within the Region in order to effect- ively administer the Transit Service when the Region assumes this responsibility.
A eal == HAMILTON TRANSIT COMMISSION
a
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The Hamilton Transit Commission is responsible for the Operation of the Hamilton Street Railway Company (H.S.R.) and its wholly-owned subsidiary, Canada Coach Lines Limited (C.C.L.). The shares of the Hamilton Street Railway Company are held by the Commission in trust for the City of Hamilton. The financial position of the Commission in 1973 is presented in the balance sheet and statement of earnings on pages A-1 and A-2 in the Appendix.
The purpose of this,.chapter 1s to inventory and define the following aspects of the Hamilton Street Railway Co. and Canada Coach Lines:
1) Bus Routes and Service Areas;
2) “The Physical assets land oliabi lities ;
3) Capital cost commitments and projections; 4) Operating Statistics;
5) Franchise and operating agreements.
Routes can be categorized as Regional and Interregional. Regional routes are “those, routes which are completely within the Hamilton-Wentworth Region. Interregional routes are those routes which cross the regional boundary.
1. HAMILTON STREET RAILWAY COMPANY
The Hamilton Street Railway provides local transit ser- vice within the City of Hamilton as well as operating wouces antowsurlington, (Duncas, “Ancaster, andwsStoney Creek.
aie Bus Routes
Figure 1 illustrates the route network of the Hamilton Street Railway. Bus routes, for the purpose of this study, are classified as regional and interregional. Regional routes are those routes which are completely within the Region and interregional routes are those routes which cross Lhe sregional bourdary. <The route to Burlington is the only interregional route.
Figures 2, 3, 4, 5 illustrate the route coverage of the Hamilton Street Railway in Hamilton, Ancaster, Dundas and Stoney Creek respectively oThe) shaded) portion around, each route represents the area that is within one-quarter mile of the bus route. -This ws the catchment area. Catchment areas are nou indveated One fhose 7outes which do. not pro- vide a minimum of at least weekday service.
Pir
Within the Region there are three H.S.R. routes which provide daily service between municipalities. They are:
1) Hamilton to Ancaster 2) Hamilton to Dundas 3) Hamilton to Stoney Creek - Queenston Road
Service statistics and ridership volumes for these routes are shown on page A-3 in the Appendix.
b. Physical Assets and Liabilities
The fixed assets and long-term debt of H.S.R. as at December 31, 1973 are shown on page A-4 in the Appendix. The book value of the fixed assets at the end of 1973 was $4,277,836. The long-term debt consists of demand loans for equipment purchases. The total debt, excluding the portion due in 1974, is $860,300.
A summary of the vehicles owned by H.S.R. in June, 1974 is presented on page A-5 in the Appendix. Of the 263 buses, one-third are less than four years old, one-third are from four to: ten years of age, and one-third are Older than ten years. The average life of diesel and gasoline buses is ten-fifteen years, and that of trolley buses is fifteen years. In the H.S.R. fleet there are forty-one vehicles older than fifteen years.
The land, buildings and other fixed assets of H.S.R. are outlined on page A-6 in the Appendix. The main compon- ents are summarized below:
1) Three buildings and the yard at 18 Wentworth Street, Hamilton;
2) A110 acre lot near Hwy. 53 and Upper Wellington Street; 3) A substation at Kenilworth Avenue and Cannon Street;
4) About 64 miles of one-way trolley wire.
c. Proposed Capital Expenditures
A list of the proposed capital expenditures of the
Hamilton Street Railway is presented on page A-7 in the Appendix. The main expenditures are for new buses and
for the construction of a substation on Lake Avenue and
two miles of new trolley lines on Queenston Road.
The estimated total amount of the proposed capital ex- penditures to 1978 as $4,706,000.
3
LEGEND
i HAMILTON STREET mee RAILWAY SYSTEM
THE REGIONAL MUNICIPALITY OF HAMILTON - WENTWORTH
ease REGIONAL ROUTES
omens INTERREGIONAL ROUTES
AS DECEMBER 31, 1973
amicton anew
2 3 = = 8 2 Ss 2 3 = ~ 2 8 = 7 x
ee i. as ae oe said ai Solig es REGIONAL TRANSIT ASSUMPTION STUDY
Fig. |
LEGEND lq MILE CATCHMENT AREA HAMILTON STREET RAILWAY ROUTES OPERATING ALL Day SUMMER ROUTES ™ RUSH HOUR ROUTES SCHOOL HOUR ROUTES “INTERREGIONAL ROUTES CANADA COACH LINES
eae DAILY CCL SERVICE
AS DECEMBER 371, 1973
A ; ee és Geared EE w t “ = ] 1 4 | i | seen ie ~ Sea | | | | ! | _ | | L city OF HAMILTON | hz | BUS COVERAGE 4 f | oo
REGIONAL TRANSIT ASSUMPTION STUDY F é ) g .
— ee TOWNSHIP OF FLAMBOROUGH \ i |
, | | d A
~ | 28 26: 27/ 2 20, wd 320 33 os 3 37 884
LEGEND: eae 14 MILE CATCHMENT AREAS
HAMILTON STREET RAILWAY
um ROUTES OPERATING ALL DAY
Q s TOWN OF ANCASTER a “Ss BUS COVERAGE
. %
CANADA COACH LINE *
=e §=DIFFERENT HOURS ROUTE
AS DECEMBER 31, 1973 © ASSUMPTION STUDY (mo _—_$400 tao" Fig
REGIONAL TRANSIT
LEGEND:
4a MILE CATCHMENT AREA
HAMILTON STREET RAILWAY ROUTES OPERATING ALL DAY CANADA COACH LINES SERVICE ONCE WEEKLY ONLY
ALL OTHER CCL SERVICE
AS DECEMBER 31, 19873
TOWN OF OUNDAS
BUS COVERAGE
REGIONAL TRANSIT
ASSUMPTION STUDY
BEGEND:
a” MILE CATCHMENT AREA HAMILTON STREET RAILVW/AY
ROUTES OPERATING ALL DAY
‘CANADA COACH LINES
~SERVICE ONCE WEEKLY ONLY
Loose
=
TOWNS HIP
ALL OTHER CCL. SERVICE AS DECEMBER 31, 1973
“I
REDIONAL
REGIONAL AD\ MEL RES A BENET.
WEGIONAL mo he ALLMAN oe
+0
aT haan | Senne TY Eee
TOWN OF STONEY CREEK
BUS COVERAGE
REGIONAL TRANSIT
ASSUMPTION STUDY
Fig. a)
dad. Operating Statistics - 1973
Table II.1 below contains a summary of operating statistics for the Hamilton Street Railway routes for 1973. A more detailed analysis of operating statistics is shown on
pages A-8 through A-11 in the Appendix.
TABLEiid..t
Hamilton Street Railway Summary of Operating Statistics - 1973
Amount
Revenue Passengers Carried 25,953,340
Direct cost of providing services 5 8,748, 000 | Depreciation and Financing Charges $ 521,000 | Total Operating Cost $ beg or Revenue from Operations 5: 6G 62000 Total Operating Deficit S Py o oe00
Mites Operated 67,178,647
Revenue Passengers Carried Per Mile
Route Miles - Round Trip
e. Agreements and Operating Licences
The principal agreements and operating licences of H.S.R. are listed on page A-12 in the Appendix. H.S.R. has three Public Vehicle Operating Licences in respect of its service to the area municipalites.
2.CANADA COACH LINES
Canada Coach Lines provides intercity service in the Niagara and Southwestern Ontario: regions. C.C.L. also provides some local service to the municipalites around Hamilton. i
Ties
a Bus Routes
Some of the C.C.L. routes are Regional since they are completely within the Region.
Figure 6 shows the complete route system of Canada Coach Lines.
Figure 7 shows the regional and interregional routes of C.C.L. within the Hamilton-wentworth Region.
Figures 2, 3, 4, 5, show the route ®coverage of C.Cc.L. in Hamilton, Ancaster, Dundas and Stoney Creek.
The shaded portion around each route represents the area that is within one-quarter mile of the bus route. This is the catchment area. Catchment areas are not indicated on those routes which do not provide weekday service. There are three Canada Coach Line routes that fall into this category. Two routes are in Dundas and are shown
on Figure 4. A third route is in Stoney Creek and is shown on Figure 5. Five of the routes provide daily service between municipalities within the region:
1) Hamilton - Ancaster
2) Hamilton - Dundas -
3) Hamilton - Binbrook
4) Hamilton - Stoney Creek 5) Hamilton - Waterdown
Service statistics and ridership volumes for these routes are shown on pages A-13, A-14 in the Appendix.
The level of service on Canada Coach Lines' routes is illustrated in Figure 8 which shows the number of weekday bus vehicle trips. This number is the total one-way trips, 1.e., there are ten one-way trips from Hamilton
to Guelph, or five trips in each direction.
The average weekday ridership volumes on the Canada Coach Lines' routes are shown on Figure 9. These volumes re- present the total number of riders travelling on the route. The volumes on each) route aréeisubdiavided.into the following components:
1) The total number of riders travelling on the route within the Regional Municipality of Hamilton-Wentworth;
2) The total number of riders on the route travelling completely outside Hamilton-Wentworth;
Li=4
nt
CANADA COACH LINES SYSTEM
LEGEND
WEEE CANADA COACH DAILY SERVICE
" GANADA COACH TOTAL SYSTEM
AS DECEMBER 31, 1973
TORONTO
ST.
CATHARINES}
EEGER®
THE REGIONAL MUNICIPALITY OF HAMILTON - WENTWORTH CANADA COACH CINE ROUTES
aus oes REGIONAL ROUTES
musssl I TERREGIONAL ROUTES
AS DECEMBER 31, 1973 TO BURLINGTON
TO GUELPH
TO NIAGARA FALLS & BUFFALO NX
LEGEND = EKINGS HiGHway KINGS HIGHWAY ——_ REGIONAL ROAD
LOCAL ROAD OR STREET L - " = Sn ~ I === == wwmicirat sounpary ; a ia Son Bone vue AL TRANSIT TO DUNNVILLE & TILLSONBURG a cia ASSUMPTION STUDY
Fig /
3) The total number of riders on the route who cross the regional boundary.
Example: On the Hamilton-Brantford route, there are 366 riders travelling within the region, 46 riders travelling completely outside the region, and 225 riders who cross the regional boundary. The total number of weekday riders on the Hamilton-Brantford route is the sum of these components, or 637.
b. Physical Assets and Liabilities
The fixed assets and long-term debt of C.C.L. as at December 31, 1973 are shown on page A-15 in the Appendix. The book value of the fixed assets at the end of 1973 was 6170025705. “Ihe long-term debt consists of demand loans for equipment purchases. The total debt, excluding the portion due in 1974, is $210,500.
A summary of the vehicles owned by C.C.L. in June 1974 is presented on page A-16 in the Appendix. There are 117 buses in the C.C.L. fleet; 9 vehicles are less than four years old, 50 buses are between four and ten years of age, and 58 vehicles are older than ten years.
The land and buildings owned by Canada Coach Lines are outlined on page A-17 in the Appendix. The main compon- ents are summarized below:
1) Garage and yard on Catharine Street, Hamilton;
2) A frame building at Crystal Beach;
3) Two garages at Welland;
4) A garage at Niagara Falls.
c. Proposed Capital Expenditures
Canada Coach Lines has no planned capital expenditures except for the committed purchase of five intercity buses. These buses, which are scheduled for delivery my O74, will cost about $300,000.
d. Operating Statistics - 1973
Table II.2 below contains a summary of operating statis- tics for C.C.L. routes for 1973.. A. more detailed analy-
sis of operating statistics is shown on pages A-18 through A-22 in the Appendix.
L125
TABLE If..2
Canada Coach Lines Summary of Operating Staciscics, =
Direct cost of providing services Depreciation and Financing Charges Total Operating Cost
Revenue from Operations
Total Operating Deficit
Revenue Passengers Carried
Miles Operated
Revenue Passengers Carried Per Mile
Route Miles - Round Trip ~
e. Agreements and Operating Licences
2,825,000
210,000 S035, 000 24.933 ,000
1025000
3,433,910
3,256) 0e0
The principal agreements and operating licences of C.C.L.
are listed on page A-23 in the Appendix. four Public Vehicle Operating Licences.
3.FARE STRUCTURE & SUBSIDIZATION
a. Hamilton Street Railway
C.C.h. Nas twenty-
POLICIES
The bus fares and the present policies of fare subsidiza- tion followed by the area municipalities on the Hamilton Street Railway are outlined below by municipality.
i) \Cicy or Hamilton
The official tariff. adopted forsl974.set edult, fares at
50¢ Cash of 3 tickets for Ssi53o-
The fares charged to riders are detailed below:
1, Adults = 30¢ or 4 tickets fons. o0F.
2. Students = 6 tickets for S220G
3. Sentor Citizens (65 years of age or over) and spec-
ial aduvies - 4 tickets for 50¢
LI=G
CEGEN
THE REGIONAL MUNICIPALITY OF HAMILTON - WENTWORTH CANADA COAGE | ae : LINE ROUTES yy Onl e2 MILES ay TOTAL DAILY BUS VEHICULAR
TRIPS AS DECEMBER 31, 1973
O GUELPH
la
GN TAR TO NIAGARA FALLS
pane
LEGEND = KING'S HIGHWAY
z *, 7) x h y/ *, { i= ls *, -) | ° % 4 Gos m meee ] ' = S Y “ q “ e j $ 4 “ } 2 f, . é | KINGS HIGHWAY a: wa / vg” AN ae, Oe a ae ee re: | = / 2 } ——T I atciowa roan mw \/ j ~ ~ ; we f a Ht wy conv CON. 4 vu wt
—_ LOCAL ROAD OR STREET REGIONAL TRANSIT ASSUMPTION STUDY
MUNICIPAL BOUNDARY
TO BRANTFORD
TO DUNNVILLE & TILLSONBURG eis
CECE THE REGIONAL MUNICIPALITY OF HAMILTON - WENTWORTH
CANADA COACH MSS a TOTAL DAILY BUS RIDERS AS DECEMBER 31, 1973
er oS TO NIAGARA FALLS
4 . LA & BUFFALO NY S\ / f f f ‘ 2 fo i
a &
—
REGIONAL TRANSIT ASSUMPTION STUDY
TO BRANTFORD TO DUNNVILLE & TILLSONBURG Fig9
4. Senior citizens (70 years of age or over) may pur- chase a $10.00 annual bus pass which entitles the holder to the services of H.S.R.
The City makes a stabilization payment of 11.8¢ per revenue passenger to the H.S.R. Fare Equalization payments are
made by the City of Hamilton on a per ticket basis for
the student, senior citizen and disabled fares. The
cost to the city of each senior citizen pass is $75.00
per year less the $10.00 received.
2) Town of Dundas
The adult cash fares within Dundas are the same as those in Hamilton. Senior citizens pay 10¢ per ticket for in
town travel only. Students can purchase 10 tickets for $2.70. (Dundas-Hamilton) Adult ticket fares are 5 for$1.05 (within Dundas).
Dundas purchases tickets from H.S.R. at 5 for $1.05
(21¢ each) for sale to senior citizens at 10¢ per ticket. The town absorbs the 11¢ loss on each ticket. This
system was started in February, 1974.
a). Town of Gtoney Creek
The adult fares within Stoney Creek are the same as those in Hamilton. Senior citizen fares are 4 tickets for 50¢ and student and child fares are the same as in Hamilton.
Stoney Creek purchases tickets from H.S.R. at 4 for $1.00 for sale to senior Gitizens at 4 for 50¢.
Ay Town Of Ancaster
The adult student and children fares within Ancaster vary according to distances travelled.
5) Regional Fares - H.S.R. Hamilton - Dundas = Wael Oren OF tlCkees fOr eno. o> Hamilton - Ancaster = 50¢ Orel O-cickere for $4.25
Hamilton - Stoney Creek - 40¢ (city ticket plus 10¢ to cross boundary)
b. Canada Coach Lines
Hamilton - Dundas = 50¢ om 10: tickets, for $4.25 Hamilton -, Ancaster = 55¢ or 1O tickets for S4,70 Hamilton - Stoney Creek - 55¢ or 10 tickets for $4.70
ge By
There ig a:multiple.tari££ throughout, the entire Canada Coach Lines System providing special fares for students, cOMmmucéers, etc.
Cc. Ontario Ministry of Transportation and Communications Subsidization Policy of
Lb) a Trans) © “Operatang Debicmu
Subsidy will continue to be pad at the race oc. 20M per, eent on the operating deficit of a municipal transac system. It will be, necessary for the municipality to sub- mit a request for an allotment to cover this item and a formal request for payment as in the past.
(The formula that existed in 1973 which defined the limit of Ministry of Transportation and Communications! 50% subsidy for a transit operating deficitsis, as follows:
Maximum $1.00 per capita S200 pesucapita $0.05 per
Municipal Payment=for first 10,000+ for remainder of+ reven-
Eligible for population population ue pass- Subsidy enger
In the case of the City of Hamilton for 1973, the popula- tion for the Town of Dundas, the Town of Stoney Creek and the Township of Ancaster, was included in the above-noted formula because of local transit service provided by the Hamilton Street Railway Company.)
2) Transit Capital Assistance
Effective December lst, 1972, subsidy will be paid at
75 per cent towards the purchase of specific capital assets, subject to a maximum amount defined by popula- tion based on. an upset limit of S2500" per) person Up. co 150,000 and $3.00 per person over 150,000. The following items will be eligible for “this subsidy,-cubgect to prior approval by the Ministry:
1. The purchase of new buses, trolleys, streetcars or service vehicles.
2. Any major rebuilding of troileyvor street cam fleets.
3. The acquisition of land and construction of buridings required for maintenance or terminal facilities.
4. The purchase and erection of roadside shelters, signs and benches.
5. The construction of parking lots that are operated as part of a public transportation system.
ie
3) Special Transit Capital Assistance
Under certain conditions and with specific prior approval, special assistance may be granted in excess of the for- mula at the 75 per cent rate for such items as:
1. Setting up a new system.
2. Large expansion of system (regionalization).
3. Change in fleet type.
4. Large renewal programs (streetcars, trolleys).
5S. Terminal or maintenance facility.
The above policy presently affects the Hamilton Street Railway only but may also affect Canada Coach Lines Limited for that amount which may be regarded as part of the Regional Transit System.
4.RELEVANT BY-LAWS & ACTS
The following By-laws, agreements and acts are relevant to the establishment and functioning of the existing Hamilton Transit Commission:
- By-law 8900: To authorize the purchase of all the shares of the Hamilton Street Railway Company.
- Agreement dated 1 February 1960 - between Francis Farwell and the Corporation of the City of Hamilton
- The City of Hamilton Act (1960)
= The City Of Hamilton Act (1960-61)
- The City of Hamilton Act (1961-62) Bill Pr 28
- The City of Hamilton Act (1961-62) Bill Pr 36
- The City of Hamilton Act (1966)
- By-law 9180: To establish the Hamilton Transit Comm- ission and to appoint the first three members and the first chairman thereor.
- By-law 9152: To authorize the completion of the purchase of all of the shares of the Hamilton Street Railway Company
- By-law 9153: To authorize the issue of debentures
ri 3
- By-law 10322: To appoint the Members and the Chairman of the Hamilton Transit Commission
- By-law 67-12: To appoint the Members and the Chairman of the Hamilton Transit Commission
LLG
OPERATING COSTS S
REVENUE PROJECTIONS
The purpose of this chapter is to project the operating costs and revenues of the Hamilton Street Railway and Canada Coach Lines expected-in the next five years, and to examine the operating deficits within this period.
1. HAMILTON STREET RAILWAY COMPANY
The costs and revenues of the Hamilton Street Railway
were projected using the budgeted 1974 figures as a base. The costs were inflated 10% and 20%. The 10% increase is intended to reflect the effects of inflation and assumes
no extension of service, whereas the 20% increase reflects some growth and service expansion. Revenues were increased at annual rates of 4% and 8% in order to provide revenue projections that are considered pessimistic and optimistic within the transit industry. These rates assume that tran- sit fares will remain constant and, therefore, the estim- ated revenues reflect solely the expected growth in rider- ship.
The costs that were included in the analysis are:
A ive The direct cost of providing services;
are Depreciation charges; .
Bs Financing charges;
4. Provisions to capital reserve for improvements and replacements;
aie Dividends to the Hamilton Transit Commission for
payment of debenture charges to the City of Hamilton.
The revenue used in the analysis was that resulting direct- ly from operations.
The operating deficit is eligible for a provincial subsidy of approximately 50%. Payments to the capital reserve fund are not eligible for subsidy.
The estimated costs, revenues and operating deficits are shown ein Tables. cited. and. Lli.2,
2,.CANADA COACH LINES
The financial projections for Canada Coach Lines are based on the 1974 estimated costs and revenues. The costs were inflated at. an annual.rate of 10%... Thais,.rate reflects only inflation and assumes no expansion of the existing service. Operating deficits were estimated on the basis of the two revenue situations explained below:
gs Revenue remains constant, i.e. there is 10 growth in ridership and no fare increases.
1 BY AS
2 Fares are raised in two-year intervais to proviae a 10% increase in revenue. It is assumed that a fare increase would have no affect on ridership and also that there is no growth in ridership.
Canada Coach Lines is an interurban carrier and, therefore, is not eligible for provincial subsidy.
The financial projections for these revenue situations are shown in Tables III.3 and III.4.
3. LOCAL MUNICIPALITY ESTIMATES | OF INCREASED TRANSIT SERVICE
In order to assist the Study Team to prepare cost projections
for five years and to relate to the needs of the Area Municipalities, the Councils and staff of the Area Municipalities (with the exception of the City of Hamilton) were requested to provide their opinions as to desirable transit service changes, extensions or
any other public transportation improvements which may be sought
in their Community in the next five years. The form letter sent to the Councillors and Officials is shown on page Ane’ > Gaye Appendix.
The Town of Ancaster, Dundas and Stoney Creek and the Township of Flamborough provided the following comments either verbally at meetings or by correspondence. The Township of Glanbrook 16, nat submit a report.
a. Town of Ancaster SiN a rasan aieins a OL Ba.
The Town indicated that they did not envisage the need for a substantial increase in transit service but requested that certain growth patterns be recognized. These growth patterns will emphasize in the next five years a policy
of infilling with a maximum development of two hundred (200) residential units per year. In addition to this the develop- ment of lands north of Highway No. 53 and east of Southcote Road may be likely in the next five years. In keeping
with this development pattern, examination of a local trunk feeder service was requested in the built up areas of the Town. This request was voiced with the concept of Dial-A- Ride in mind.
In addition to the above a more adequate publicity programme and better distribution of timetables and route schedules was requested.
b. Town of Dundas
The Town of Dundas also requested examination of a local
bus service. It was pointed out that a two month trial service was planned to provide such a service. This service was instituted in October of 1974255" additionvto this
the desire was expressed by various Councillors that a cost-revenue approach be established whereby the fare-box
supported more of the costs of transit service.
LiL
ex owt oi .stoney creck
The Busing Committee of the Town of Stoney Creek presented four (4) main requests; as follows:
1. The continued extension of transit service into the developing areas below the escarp- ment. Specifically mentioned was the area bounded by Gray Road, King Street, Millen Road. and. Barton Stree.
2. The possibility of having a shopping service in the rural areas of the Town, above the escarpment. It was specifically mentioned that a service on Green Mountain Road, east EO Sixth, ROac, SOutm to Mud Street, west to Highway No. 20 and then connecting to the services in the lower Town should be instituted.
3. The extension of urban bus service into the Saltfleet Community Development (Satellite City) as population growth warrants.
4. An advertising programme and distribution of timetables and routes on the Canada Coach Lines services. Specifically mentioned was the lack of information to the residents east of Millen Road.
a Township of Flamborough
The Township expressed concern with respect to the continuation of public transit services into their area
and specifically to Waterdown, Carlisle and Greensville. This concern was based on the Councils role in the decision making with regards to service extensions and/or curtailment of service. No other specific requests were made and the Township Council indicated that they will be forwarding a brief to the transit operator at a later date.
e. Summary of Observation
In summary several key issues were conveyed in the presenta- tions and discussions. These issues were:
1. The desire for public transit service on the basis of population and development warrants.
>. The desire for transit service of the type to suit the situation. For example. express-bus, prescription bus and demand responsive systems.
3. The desire to have-the transit user pay more of the real cost of the transit service.
Lives
4,
The desire for more effort to be sexpended son advertising and promotion of transit services.
It should be noted that the above observations will not materially affect the assumptions of cost projections presented in paragraphs 1l-and 2-of this Chapter.
ir Recommendations
The following specific recommendations arise from the meetings with the Councillors and Officials of the above Munieipalities,.
Lis
The Regional Transit Operator should develop an interface and reporting relationship with the Regional and Local planning groups in order that the Transit Operator is aware of development as it occurs.
Within the Regional Transit System there are unigue situations which warrant unique service. These unique service requirements should be recognized and provided as warranted in co-operation with the Area Municipalities.
The Regional Transit Operator should place particular emphasis on the development of a public relations program and the dissemination of information to the public and Area Munici- palities.
IIi-4
TABLE III.1 - Projected Costs and Revenues (millions of dollars) (Costs inflated at 10%) HSR
el ne
iOperating Costs Revenue | Gross Net Deficit | Revenue Gross Net Defici Year (10% Growth) (4%) ' Deficit to Region (8%) Deficit to Region ae ee 2 ee eae 1974 (Budget) 1057 6.6 4.1 2.0 6.6 ee) 2.0 1975 Taher 6.9 4.8 2.4 ihre 4.5 foe 1976 1Ze5 (2 a6) 2G a) Bl £55 1977 Ino 7.5 6.4 ane 8.4 5 ea) Zot 1978 Teac id lan cay 9.0 6.2 3] 1979 loa? Bel 8.6 4.3 G27. £0 Ao ner ee eee ee
TABLE II1.2 - Projected Costs and Revenues (millions of dollars) (Costs inflated at 20%) HSR a ee ee ee ee Operating Costs Revenue Gross Net Deficit Revenue Gross Net Defici
Year (20% Growth) (4%) Deficit to Region (8%) Deficit to Region NIN re le eee 1974_ (Budget) ORY, 6.6 4. 2.0 6.6 4.1 2.0 1975 12.6 6.9 ' se 2.9 dae 5.4 7 ee 1976 Lose ee 7.8 3.9 fa Leo S20 1977 es 70 10:3 Del 8.4 9.4 4.7 1978 Blac 26 1354 647 9.0 kage Gs"!
1973 25.4 oe Td23 8.6 ond Tod [x6
a
TABLE III.3 - Projected Costs and Operating Deficits with
' Year
pp a
1974 (Estimate)
1975 1976 1OL7 1978 179
Constant Revenue (millions of dollars) ccL
Operating Cost (10% Growth)
3.4
3.8
4.2
4.6
550
5. 5
Revenue
Be res) epee) ou sae Sind
Operating
Deficit 4 aS, 9
TABLE III.4 - Projected Costs and Operating Deficits with
Year
a
1974 (Estimate)
1975 1976 1977 197s 1979
a 10% Revenue Increase in 2-Year Intervals
(millions of dollars) CCL
Operating Cost (10% Growth)
3.4 eo 4.2 4.6 J20 Bie)
Revenue 323 3.3 Sed jay) 4.0 4.0
Operating Deficit
12.3) iS
ALTERNATIVE METHODS Gl ame ATINGs Ser iehkS
4. IDENTIFICATION OF DEFICHTS
The identification of the deficits applicable to the Region is complicated by the utilization of the Canada Coach Lines to provide Regional Transit Service as well as Inter Region Tran- sit Service.
A deficit occurs on some Inter Region routes despite rising favea.) these deficits. .are not eligible for Provincial sub- sidy nor do the capital expenditures qualify for the 75% ass- istance from the Province.
These Inter Regional Transit Services properly belong at the Provincial level of government. The formation of the Toronto Area Transit Operating Authority (TATOA) and the consideration of a similar organization for the Hamilton-Wentworth Region emphasizes the trend towards the Province accepting responsi-
bility for Inter Region Transit Service.
The Province should be responsible for Inter Region Routes.
Deficits in respect of Inter Region Transit Service should not fall on the property taxpayers of. this Region.
It is suggested that negotiations should commence Wiech che Province with a view to the Province assuming initially res- ponsibility for 100% of the deficit incurred on the Inter Regional Transit Service.
Tt seems logical that one body should be responsible for all Regional Routes. Because of working agreements it 1S Ole appropriate at the present tame for the Hamiltom Street Rall- way to physically take over the Regional Routes presently operated by Canada Coach Lines:
It is therefore suggested that the Hamilton Street Railway undertake to reimburse the Canada Coach Lines for the opera- ting deficits applicable to those routes that start and finish within the Region.
The Hamilton Street Railway also operates an Inter Region
Route. This is the route that runs to Bir lington. The deri cit on this route should not fall on any individual municipality within the Region. It is therefore suggested that the Canada Coach Lines should assume the responsibility for this deficit by reimbursing the Hamilton Street Railway.
The remaining deficits of Canada Coach Lines and the deficit of the Hamilton Street Railway Burlington Route would consti- tute the cost of Inter Region Transit Service. This deficit should not be the responsibility of any specific area munici- pality. It is therefore suggested that until the Province assumes 100% of the deficits of Inter Region Transit Services, that these deficits are charged to all the taxpayers of ihe Region as part of the general levy.
If these proposals are accepted then the remaining deficit of
the Hamilton Street Railway would constitute the cost to the property taxpayer of the Regional Transit System.
Deficits of individual routes are estimated by apportioning average running costs over route miles and then applying spe- cific revenues to that expenditure.
Tt is not necessarily equitable to ascribe a route deficit to the specific area municipality through which the route runs because all routes outside the City service at least two area municipalities.
The methods used to calculate the deficits tabulated on pages A-10, A-19, A-20 in the Appendix and discussed in Chapter II, illustrate the complications involved. In that chapter, costs were allocated on route miles. Revenues of each route were estimated which gave a route deficit. These deficits were then allocated on the basis of passenger residence. The iden- tification of deficits 1's “arbitragy and? theybesis of appore tionment of that deticit will aleo beqar ovens...
2. CRITERIA FOR JUDGING BASIS OF APPORTIONMENT
There are many basis of apportioning deficits of transit sys- tems. The identification of the Criteria for judging the var- ious bases of apportionment is extremely important. It per- mits the objective evaluation of the many bases available.
The following criteria are suggested for consideration and each is explained subsequently:
(a) Generally understood and acceptable
(b) Easily determined
(c) Flexible
(d) Reflect the service available
(e) Not encourage demand for uneconomical service
(f) Permit area municipalities input
(g) Permit area municipalities internal taxing options.
ple Generally Understood and Acceptable
The bases used have to be explained to the general public. They must not be too obscure or too technical. If stan- dards are used they should be those generally accepted within, the transit industry. Mt as "decaraolesend. ne bases should have been utilized “in ethervarcasmor for other services.
Ds Easily Determined Most bases of apportionment have to be calculated. Special
records, studies and surveys should be avoided if possible. They are expensive and time consuming.
ra Flexible
The Region is not static, it is developing and changing. The demand for increases in quality and quantity of ser- vice is continuous. The resources available to meet costs also change, the basis of apportionment should be flexible enough to accommodate chaning conditions over a number of years.
Gs Reflect the Service Available
It is extremely difficult to persuade taxpayers to pay for service that is not available to them. It is not proposed that direct correlation should exist, merely that increased service should to some extent be reflected in the bases of apportionment selected.
e. Not Encourage Demand for Uneconomical Service ROMs eh Shes orotate Mi ace nee ae eer os lS aca ieeetineen San Reon ae
If a basis of apportionment is established so that re- gardless of the service available that apportionment will be fixed, taxpayers will demand that service be made available to them. The basis selected should permit some contribution to necessary but uneconomical services but should also reflect some increased burden.
fs Permit Area Municipalities Input
The basis of apportionment is subject to acceptance by Regional Council. The basis selected should permit the representatives of the taxpayers in each area municipality some degree of control over the total burden placed on those taxpayers, but not at the expense of all other tax- payers in the Region.
Gs Permit Area Municipalities Internal Taxing Options
Most Area Municipalities will charge the costs of transit to their property taxpayers as part of the General Levy. This may not be the wish of all municipalities because of their different geographic composition. It is therefore suggested that the basis selected should permit area municipalities, if they so wish, to levy on benefiting taxpayers.
3. BASIS OF APPORTIONMENT
The deficits of operating the Regional transit system can be apportioned using a number of bases, and these fall into three main groups: J
(a) Services Available
e.g. Revenue or Passenger/miles or Residence of passenger
is
(b) Cost of Service evg. deficits on actural-poutes
(c) Other Factors
e.g.
equalized assessment or population.
Each of these bases are evaluated in detail below against the proposed criteria.
ae Services Received
i)
2)
Revenue Miles (see Table IV-1)
Criteria Met:
- Generally understood and acceptable
- Easily determined some special records may be required
- Flexible
- Reflects the service available (but not necessar- ily utilized)
- Not encourage demand for uneconomical services
Criteria Not Met:
- Permit area municipalities input. The area municipalities would not automatically be consulted prior to routes being established.
- Permit Area municipalities internal taxing options. Not possible under this basis.
Residence of Passenger
Criteria Met:
- Generally understood and acceptapile - Flexible - Reflect the service available. Reflects usage of service not the extent of routes.
Criteria Not Met:
- Easily determined It would be most difficult to establish the initial apportionments and expensive and time consuming CO update the data,
- Not encourage demand for uneconomical services The most used, therefore most economical routes are penalized since the greater the use the greater LHe costed LOcaLuon.s -
- Permit area municipalities input The area municipalities would not automatically be consulted prior.to routes being established.
- Permit area municipalities internal taxing options Not possible under this basis.
IV-4
3) Passenger Miles Criteria Met:
- Generally understood and acceptable - Flexible - Reflects the service available
Criteria Not Met:
- Easily determined Continuous sampling of passengers required on all routes,
- Not encourage demand for uneconomical services The most used, therefore most economical routes are penalized since the greater the use the greater the cost allocation.
- Permit area municipalities input The area municipalities would not automatically be consulted prior to routes being established.
- Permit area municipalities internal taxing options Not possible under this basis.
lees Costs of Service
1 Deficits on Actual Routes Criteria Met:
- Generally understood and acceptable
= Plesi pie
- Reflects the service available
- Not encourage demand for uneconomical services
criteria Not Met;
- Easily determined Tt is time consuming to caleulate deficits on individual routes.
- Permit area municipalities input The area municipalities would not automatically be consulted prior to routes being established
- permit area municipalities internal taxing options Not possible under this basis.
Cy Other Factor iL) Equalized Assessment (see Table Iv-2)
Criteria Met
- Generally understood and acceptable = Basaly determined
Criteria Not Met: - Flexible
Does not change with increased services.
Lvs
- Reflects the service available Does not reflect service available.
- Not encourage demand for uneconomical services Because apportionment will not change with increased demand, demands for services will constantly in- crease.
- Permit area municipalities input Municipalities would not be consulted as basis is pre-determined.
- Permit area municipalities internal taxing options No basis would be available to internally rate against benefiting taxpayers.
AY Population Criteria Met:
- Generally understood and acceptable - Easily determined
Criteria Not Met:
- Flexible Does not change with increase services
- Reflects the service available Does not reflect service avamiepues
- Not encourage demand for uneconomical services Because apportionment will not change with in- creased demand, demands for services will constan- tly inereace.
- Permit area municipalities input Municipalities would not be consulted as basis is pre-determined.
- Permit area municipalities) internal ta<iug Opt-lons No basis would be available to internally rate against benefiting taxpayers.
It can be seen from this evaluation that all these Sases have serious deficiences. Therefore, it is necessary to investigate other basis. In Ottawa-Carleton, the only other Region oper- ating transit which has the same Urban/Rural characteristics as this Region, they partially utilize an "Urban Transit Area" to apportion, Costs.
4. URBAN TRANSIT AREA
Urban Transit Area is defined as that area that has transit service available at an acceptable level. Costs are appor- tioned to each area municipality within the Urban Transit Area on the basis of the assessment of the area having the service available only (see Table Iv-3).
The area municipality at its option may tax the benefiting Owners or levy as part of the General Levy. The method is similar to area rating for sewer, Eire eo Welter eae! vices. Most developing municipalities have utilized area rating at some time.
LV=6
The area to be designated as being within the Rural Transit Area would be subject to discussions and input from each area municipality.
The major difficulty is the establishment of acceptable levels Gr service. For the purposes of this paper only, a level of service of at least ten trips per day has been used, with the area serviced being considered as that within 4 mile of a route that has at least ten one way trips per day. This dis- tance is Utilized in-the transit industry and is generally acceptable.
Picures 2, 35,-4,75 and’ lO @ldustrate.the “Urban Service Area” that would meet this definition and include the geographical areas described below.
a. City of Hamilton The entire city. D. Town of Ancaster
Those parts of the Town located within 4% mile of the following roads: #53 Highway, Fiddlers Green Road, Wilson Street (#2 Highway), Valleyview Drive (between Taylor Rd. and Wilson St.), Taylor Road “(between ‘Valley- view Drive and Orchard Drive), Orchard Drive (between Taylor Road and Wilson Street), Rosseau Street, Mohawk Road, Cayuga Avenue (between Mohawk Road and Hiawatha Blvd.), Hiawatha Boulevard (between Cayuga Ave. and Algonquin Ave.), Algonquin Avenue (between Hiawatha Blvd. and Mohawk Road).
CG. Town Of Stoney Creek
What portion of Stoney Creek Tying nore of Ene escarp- ment excluding the following -
- the land situated between the Q.E.W. and the CNR Railroad tracks from the City of Hamilton boundary to i mile west of Winona Road.
- the land: below the escarpment east of. Fatty Road.
- the land situated between Royce Avenue and the escarpment.
d. Town of Dundas The area within i mile of Highway No. 8. For determination of assessment to be included it may
be necessary to define the areas slightly broader than fhoce strictly within the above definition.
IV=7
A standard fare policy should be considered within the Urban Transit Area, (e.g. the extention of the 25¢ flat fare and the abolition of the inter route transfers, the costs of this are illustrated in Table Iv-4).
This could be extended to the Canada Coach Lines routes that serve the Urban Transit Area with the Hamilton Street Railway reimbursing the Canada Coach Lines for the difference between the standard fare and the established economical fare on Inter Regional Routes for travel within the Urban Transit Area only. This is similar to the situation that exists between the City and the Hamilton Street Railway at the present time,
An, indication of the cost of seh’ a polacy 2s,given inetabiec Iv-4.
This basis of apportionment would meet all the criteria proposed :
(a) Generally Understood and Acceptable This method of apportionment is widely used for other services in municipalities and has been used in Ottawa- Carleton for transit.
(b) Easily Determined Providing the aréas are clearly defined, no problems should be experienced in ascertaining the assessment. No special records would be required.
(c) Flexible The basis of apportionment would expand with additional routes or increased assessment.
(d) Reflects Service Available This service available is an established minimum. The actual assessments used in apportioning costs are those directly serviced.
(e) Not Encourage Demand for Uneconomical Services Any uneconomical services would be discontinued leading to a reduction in apportionmene,
(f) Permit Area Municipalities Input Area Municipalitiés would be consulted on the esta- blishment of the actual Urban Transit Areas, routes and level of service. Once the routes: are agreed, the costs to that municipality follow automatically.
(g) Permit Area Municipalities Internal Taxing Options Area Municipalities may tax benefiting taxpayers Le rhey
SO wish.
It is not suggested that all services provided should fall within the Urban Transit Area. Some routes are infrequently serviced or cover very sparse areas, these should be considered Separeavely.
IV=6
S. OTHER (RURAL) ROUTES
The degree of service suggested for the Urban Transit Areas” is not necessarily desirable or applicable to the whole Region.
It is particularly inappropriate where a municipality is sparsely populated and there is a substantial route mileage and a very infrequent service.
In these cases it is suggested that the area municipality con- cerned could enter into an agreement with the Region to pro- vide a service and for that municipality to meet the net de- PueuG (arter provincial subsidy) .
It is emphasized that when the service exceeds the minimum (10 one way trips per day) then the area serviced subject to special considerations should be included in the Urban Tran- sit Area.
Outside the Urban Transit Area an area municipality could ex- ercise some options over the fare charged.
Because only a few routes would be involved, it is not anti- Cipated that excessive record keeping would be necessary for those routes outside the Urban Transit Area.
6. CONCLUSIONS
Tables IV-5 and IV-6 summarize the implications for each Local Municipality of the alternative bases for apportioning the deficit.
The analysis of the information developed in this Chapter lead the Technical Committee to conclude the following:
i) The funding of the Regional Transit Service should be through one operating body (e.g. Hamilton Street Railway).
2) Negotiations should be started with the Province for them to assume the costs of Inter Regional Transit Services in line with the trend being followed within TATOA.
3) The deficit of Canada Coach Lines in FESpect of Inter Regional Routes will form part of the general levy of the Region until it is met 100% by the Province.
4) The establishment of an Urban Transit Area should be accom- plished with the active involvement of all area municipal- ities.
5) The apportionment of the deficits of the Regional Transit
System should be on the basis of the equalized assessment within the Urban Transit Area except for Item 6 below.
6) Agreements should be reached between the Region and some area municipalities for the direct payment of the deficits inc- urred on some routes that do not receive a high level of service.
Some area municipalities should consider obtaining an option to tax property owners benefiting from transit
services.
A standard fare. policy should be considered for the whole Region.
IV-10
THE REGIONAL MUNICIPALITY OF HAMILTON - WENTWORTH
| oe i
COM. vt vur
roa x ¥ GLA oe | | a ae Tom at as l |
REGIONAL TRANSIT ASSUMPTION STUDY
Fid| O
ae URBAN TRANSIT AREA
77 iy b]
sa)
TABLE Iv-1
REVENUE MILES (REGIONAL ROUTES ONLY)
Hamilton Street Canada Coach
Reilway Lines* Ancaster eso 52,000 Dundas iKS ACI coe Flamborough 24,650 Glanbrook 7,042 Hamilton Bie lage OD var Stoney Creek ip Le 168,065
7 7 DOD ,422 thes OT hes | we Other GiB e220 19,650
8,178,647 271,407 8,
* Figures include the following routes only:
-
Definition and Allocation of Revenue Miles
Total Miles
632300 191, 367 24,650
7,042
2915205
239,572
SMe PANES)
6aaro10
450,054
% Allocation
.750 2.265 oe? .083 86.286 2.834 92.510 7,490
100.000
1. Waterdown
2. Lynden
3. Binbrook
4. Stoney Creek (Hamilton to Stoney Creek) (Hamilton to Winona)
5. Ancaster (Hamilton to Ancaster)
Those miles that are travelled by a vehicle with the intention of picking up or putting down passengers.
All routes except express
and semi-express are apportioned
on the basis of Revenue miles actually travelled in a
municipality except where a route runs in close proximity the Revenue miles are apportioned 50/50 to each municipality for that part
to a municipal. boundary. In which case,
of the route that runs along the boundary.
The Revenue miles on express and semi-ex allocated to the urban centre or centres served
the city core.
press routes are outside
Total within Region
~3L0 2.448 mie ae) ~090 93.272 34069
100.000
100.000
TABLE IV-2
EQUALIZED ASSESSMENT AND POPULATION
EQUALIZED ASSESSMENT
ANCASTER DUNDAS FLAMBOROUGH GLANBROOK HAMILTON STONEY CREEK
POPULATION
ANCASTER DUNDAS FLAMBOROUGH GLANBROOK HAMILTON STONEY CREEK
2,
3,
$
LOA Inc hore Puce hay 154,836,013. 187,848,680. 78,274,681 833'/490, 499. 266,933,099.
642,736,907.
+
14,683 13,697 224065 10,028 3097038 28,085
403,396
Se
oat oath 4.250 oy 2.149 Liad Oo aoa
100.000
Se
3.640 4.635 5.470 2.486 76.609 he 6.0
100.000
Chey Town Town Town
TABLE IV-3
URBAN TRANSIT AREA -
of Hamilton
of Ancaster Oresconey Creek of Dundas
EQUALIZED ASSESSMENT
EQUALIZED ASSESSMENT
2,833,490,499 DA, LIGpLeo 186,923,531 46,694,757
Soylel, 206; 962
%
90.782 ee a 200
1.496
100.000
TABLE Iv-4
STATEMENT OF ESTIMATED INCREASE TO DEFICIT GENERATED FROM 25¢ FLAT RATE ADULT FARE THROUGHOUT THE REGION cle De tc SSS SS
Hamilton Street Canada Coach Railway _ tines __ Total
Hamilton to Ancaster (Ancaster to Hamilton) amp opt open OO Ss) 237,000 S124 OO Hamilton to Dundas (Dundas to Hamilton) 59,000. 59,000; Hamilton to Flamborough (Flamborough to Hamilton) 34, 700). 34,700. Hamilton to Glanbrook (Glanbrook to Hamilton) 16,300. 16,0002 Hamilton to Stoney Creek (Stoney Creek to Hamilton) SOO 67,000. S770.
Estimated Increase to 1973 Deficit $202,000:
SSSSSSSS——_
Assumption - Ridership based on ticket revenue at 4 for $1.00 - No estimate is included for revenue lost on transfers between these routes and Hamilton Street Railway routes where a second fare is now payable.
TABLE IV-5
BASIS OF APPORTIONMENT- COMPARISON
REGIONAL URBAN TRANSIT
EQUALIZED REVENUE AREA EQUALIZED
ASSESSMENT POPULATION MILES ASSESSMENT
% % % % Ancaster clagcycul 3.640 - 820 L726 Dundas 4.250 4.635 2.448 1.496 Flamborough Dede 7 5,470 ROD Glanbrook 2.149 2.486 3-090 Hamilton Te 76.609 (SNe yes 1 90.782 Stoney Creek 1.228 Teo SPO Sh) we2eo 100.000 100.000 100.000 100.000
TABLE IV-6 COMPARISON OF BASES-AMOUNTS BASED ON 1973 EXPENDITURES
Inter Regional
Service Deficits Regional Transit Service Deficits Regional Regional Urban Transit Equalized Equalized Revenue Area Proposal Assessment Assessment Population Miles (See Note 4) Ancaster Sa pao $ ise Ae ih Baris) 567596. P25 94. oS 2678275 Dundas 677923 66,080. 72,0606" 337062. 237 VLe% Flamborough S241. 807-1636 85,049, 4,898. 6,002. Glanbrook 3,434. 337413. 36,653. BEES AIF 2,702. Hamilton 124,301. 1,209,425. J;1oL 1 eOe ed 450,ec. by aoe eo Stoney creek 11,710. 113,938 bt i s2oe 47,656. OZ DOs S159,501. $1,554,830. $1,554,830. 8517554, 8300S), 554, G00. NOTES: ifs For all bases the net deficit on Inter Regional Services
is apportioned on the basis of Regional equalized assessment
oe The schedule has been prepared on the basis of a 50% provincial subsidy because in 1974 and subsequent years the Province will meet 50% of the net deficits. In 1973 the City actually received $1,140,100. subsidy.
ae The estimated deficit of the whole system for 1974 is S4,1 million (§2.1 million after Provincial subsidy).
4. Possible service agreements costs have been included for Flamborough (Waterdown and Lynden routes) and Glanbrook (Binbrook routes).
IV - ADDENDUM
ADDITIONAL ALTERNATIVE METHODS OF ALLOCATING DEFICITS AS REQUESTED BY TRANSIT COORDINATING COMMITTEE
S::
a ek
(ie
a a
The report of the Transit Technical Committee on Alternative Methods of Allocating Deficits was presented to the Transit Coordinating Committee on September 24th, 1974.
The Transit Coordinating Committee determined, "That the crit- eria for judging the basis of apportionment for the Regional Transit Service Deficit were deficient in that they did not reflect the importance of a transit service to the financial vitality of the Region in total" and "That all municipalities should be expected to contribute on some basis to the growth potential of the Region".
The Transit Coordinating Committee then recommended that the Regional Transit Service Deficit should be apportioned half on the basis of Revenue Miles and half on the basis of equalized assess- ment Of she whole Region. This is ailustrated in. Table IV-A.1
This recommendation was later amended to change the cost of all Special fares to the benefitting muncipality. This is illust- rated in Table IV-A.2. This was modified to relate only to Special adult fares. This is illustrated in Table IV-A.3.
This ADDENDUM:
a) describes the method for calculating Revenue Miles and the implications on the Area Municipalities of allocating deficits according to the method (described above) recommended by the Transit Coordinating Committee,
b) summarizes the impact on the Area Municipalities of the various bases for allocating deficits as discussed in the report.
1 REVENUE MILES
Revenue miles are defined as -
"Those miles that are travelled by a vehicle with the intention of picking up or putting down passengers.
All routes except express and semi-express are apportioned on the basis of Revenue miles actually travelled in a municipality except where a route runs in close proximity to a municipal boundary. In which case, the Revenue miles are apportioned 50/50 to each municipality for that part efetoe route that runs along the boundary.
The Revenue miles on express and semi-express routes are allocated to the urban centre or centres served outside the city core."
A review process should be established that will agree the calcul- ations of Revenue Miles on the basis of the operating by-law as early in each year as possible. A Committee of the Treasurers utilized for this purpose in Ottawa-Carleton and it is suggested that a similar committee be established.
Some additional records may be required by the Hamilton Street Railway and Canada Coach Lines. It is suggested that it be a requirement that the officials of the Hamilton Street Railway
and Canada Coach Lines be required to prepare the necessary records and information for submission to the Committee of Treasurers.
IV-A-1
2 COMPARISON OF VARIOUS BASES FOR ALLOCATING DEFICITS
Tables IV-A.4 and IV-A.5 have been prepared to compare
the impact of the various bases discussed in the report
of the Transit Technical Committee and the recommendations of the Transit Coordinating Committee. Particularly the following are included:
Regional Equalized Assessment
Revenue Miles
Urban Transit Area Proposals
Equalized Assessment/Revenue Miles
Equalized Assessment/Revenue Miles charging all special fares to benefitting municipalities. Equalized Assessment/Revenue Miles charging special adult fares to benefitting municipalities.
Mm & WN FE
(ep)
These schedules are based on 1973 actual expenditures but because of the change in the basis of Provincial Subsidy
and other minor changes they should be considered as given indications of impact only. In 1974 and subsequent years substantial increases in deficits and changes in routes will vary the impacts.
LV=A=2
LEGISLATION
In order to implement the resolution of the Regional Council regarding a regional transit system, an amendment to the Regional Municipality of Hamilton-Wentworth Act, 1973 is
necessary.
The following amendment to the Act has been prepared for the Transit Technical Committee by the Acting Regional Solicitor in accordance with Item 5 of the Terms of Reference
The Regional Municipality of Hamilton-Wentworth Act, 1973, is amended by adding thereto the following as Pare Vid La.
PART VITIA
REGIONAL PUBLIC TRANSPORTATION SYSTEM
in this Part
(a)
(b)
(cy)
(d)
(e)
(g)
"Commission" means the Hamilton Transit Commission, and
"Company" means The Hamilton Railway Company, and
"Corporation" means The Corporation. of the City of Hamilton, and
"public transportation service"
(i) means a service provided by a vehicle that is operated either underground, above ground or on highways or right-of-ways on the surface for the transportation for compensation of passengers, or passengers and express freight that might be carried im such a vehicle, but
(ii) does not include (BR) -actaxicab that is operating under a e= ence granted by an Area Municipality, or
(B) vehicles operated on railroads governed by the laws of Canada, and
Ppub Lic transportation vehicle" means a vehicle owned and operated by the Company including the Subsidiary Company in providing public transportation service, and
"Regional Transit Commission" means the Regional Transit Commission of The Regional Municipality of Hamilton-Wentworth, and
"Regional Public Transportation System" means the
Regional Public Transportation System of The Regional Municipality of Hamilton-Wentworth, and
vas
(h) "Subsidiary Company" means The Canada Coach JI.ines, Limited and Safety Service & Adjusters Limited.
(1) The Regional Corporation is authorized to establish a public transportation system, and in so doing is authorized to acquire by by-law of the Regional Council all the shares of the Company and upon en- actment of such a by-law
(a)
all of such shares held by the Commission or the Corporation, or both, sand the wassers ana. lvab— ilities of the Commission, the Corporation,
the Company and the Subsidiary Company or any
of them in connection with the Company and the Subsidiary Company vest in the Regional Corpor- ation without compensation or damages except that the Regional Corporation is to thereafter pay to the Corporation on or before the due date all amounts of principal and interest becoming due on any outstanding debt of the Corporation in respect of such shares and other assets held in respect of the Company and the Subsidiary Comp- any and in the event of default by the Regional Corporation in making any such payment then interest in the amount of 1 perm cent ails), on
the unpaid balance is to be added to the amount due on the first day of default and on the first day of each calendar month thereafter, and
the Commission is dissolved, and
no Area Municipality, except with the prior app- roval of the Regional Council, has any of the powers conferred under this Part or under any general Act on the Regional Corporation or on a municipal corporation or on the Regional Transit Commission, if established under this Part, with respect to the provision of public transportation service, and
no person is to operate or cause te be operated in the Regional Area a public transportation ser- vice except as otherwise provided under subsect- ion (4) of this section without having obtained
a permit to so do from the Regional Council.
(2) Upon the acquisition of the shares by the Regional Corporation pursuant to subsection (i)on, this sect—
TON,
(a)
the Regional Council
‘has the right to hold and vote such shares and is
responsible to provide by by-law or by-laws for the general management, regulation and control of the Company and the Subsidiary Company and of the public transportation system owned by them incl- uding
(3)
(i) subject to the provisions of The Highway Traffic Act and The Public Vehicles Act with respect to services outside of the Regional Area, the public transportation system of the Company and its Subsidiary Company, and
(ii) the fixing, from time to time, or-the fare structure, and
(b) has the power to raise by by-law upon debentures of the Regional Corporation, or otherwise, such sums as may from time to time be required by the Company and the Subsidiary Company for they purp= oses of such a public transportation system.
The Regional Council, whether or not a Regional Transit Commission is established under section 3 hereof, is
by by-law or by-laws to define one or more parts of
the Regional Area as an Urban Transit Area, which area or areas in the opinion of the Regional Counc ul, cer ives a benefit from the provisions of a publuc -Erans= portation service under the Regional Public Transport- ation System. Nothing in this subsection is to be deemed to prohibit
(a) the enlargement of the Urban Transit Area to include the whole of the Regional Area;
(pyesthe pEevision.ot public transportation service outside the Urban Transit Area by agreement with any Area Municipality, municipality or any other person;
(c) the provision of public transportation service outside the Regional Area.
Subject to subsection (19) 08 section, 3 Of this Part
and notwithstanding the provisions of The Public Veh- icles Act, the Regional Corporation has the exclusive right within the Regional Area to maintain and operate
a public transportation service, but such right does
not affect existing rights of any separate school board or board of education to provide public transportation service for their respective purposes and in exercising such right the Regional Corporation may establish, main- tain, operate, extend, alter, control, manage, const- ruct, repair and equip a system of public transportation service by means of surface, underground or above ground railways, tramways or buses, or any other means oD Erens= portation, except taxis, including such structures and works of every description as may be necessary or con- venient upon, along, across, under and over all high- ways and public places in the Regional Area. Without limiting the generality of this subsection the Region- al Corporation has and may exercise throughout the Reg- ional Area all the powers heretofore or hereafter con-
ferred by any general Act upon a municipal corporation
Vag
(5)
(6)
with respect to public transportation services. The Regional Council is annually, by by-law
(a) to levy against such of the Area Municipalities as are wholly or partly within the Urban Tran- Sit Area the sums required to meet any deficit arising out of the establishment of and the total operations of the Regional Public Trans- portation System. In any by-law passed under this paragraph the Regional Council may include in the levy any expenditures made by the Regional Corporation that are related to the provision, planning or improvement of the Regional Public Transportation System in the Regional Area, and
(b) to include in its levy under section 81 against and in each Area Municipality the sums required to meet any deficit arising out of the total operation of the Regional Public Transportation System outside the Regional Area that is not pursuant to an agreement under subsection (3) of this section. In any by-law passed under this paragraph the Regional Council may include in the levy any expenditures male bythe Regional Corporation that are related to the provision, planning or improvement of the Regional Public Transportation System outside the Regional Area.
A by-law or by-laws enacted under paragraph (a) of sub- section (5) of this section are to apportion the levy against each of such Area Municipalities in a manner that, in the opinion of the Regional Council, is 7ust and equitable and, without limiting the generality of the foregoing, the Regional Council in making such apportionment is to have regard for the degree of pub- lic transportation service provided, the fare struct- ure fixed for the Urban Transit Area or any part or parts thereof, the financial costs of providing such service, the equalized assessment and any other fact- ors that are, in the opinion of the Regional Council, relevant.
The Ministry of Revenue is to provide to the Treasurer of the Regional Corporation such equalized assessment information as it may require for the purposes of any by-law enacted under subsection (6) of this section and the provisions of Part IX apply mutatis mutandis in the event any equalized assessment is varied in an appeal under that Part or under The Assessment Act.
Within 10 days of the enactment of a by-law under sub- section (3) or subsection “(5)epeteie rsecetion, the Clerk of the Regional Council is to give written not- ice thereof to the Clerk of any Area Municipality aff- ected thereby by prepaid registered post.
(9)
(10)
(11)
(12)
(13)
Any Area Municipality affected by a by-law under subsection (3) or subsection (5) of this section may appeal to the Ontario Municipal Board against such a by-law or by-laws by sending by prepaid reg- istered post to the Ontario Municipal Board and to the Clerk of the Regional Council a notice in writ- ing setting forth its objection to such a by-law or by-laws and its reasons therefor within thirty days of the enactment of such a by-law or by-laws.
The Ontario Municipal Board is to hold a hearing and make such inquiries into the matter as it considers necessary and may by Order confirm such a by-law or by-laws or make such amendments as it deems proper in the circumstances and the Order of the Ontario Municipal Board is final and binding.
Where no appeal is taken against a by-law or by-laws as provided under subsection (9) of this section, such a by-law is valid, final and finding according to its terms so far as the same ordains, prescribes or directs anything that is within the proper comp- etence of the Regional Council.
Where a Regional Transit Commission is established by the Regional Council pursuant to section 3 of this Part
(a) the Regional Council may advance moneys to the Regional Transit Commission from time to time upon such terms and conditions as the Regional Council may, by by-law, prescribe and any. moneys so advanced are to be deemed not to reduce the operating deficit referred to in subsection (5) of this section unless the Regional Council other- wise directs, and
(b) any sums levied by a by-law enacted by the Reg- jonal Council, or varied by the Ontario Municipal Board, as the case may be are to be paid over by the Regional Corporation to the Regional Transit Commission less any advances previously made by the Regional Corporation to the Regional Transit Commission in respect of such deficit and levy.
An Area Municipality
(a) may pay the whole or any part of the amounts chargeable to it under any by-law enacted purs- uant to paragraph (a) of subsection (5) of this section out of its general funds, or
(b) subject to the approval of the Ontario Municipal Board, may pass one or more by-laws to impose a special rate or rates
(i). upon any Owner. .or occupant of land an the whole or one or more defined areas in the Urban Transit Area to raise the whole or any part of the amount charged to it under paragraph, (4a).-0f ssubsection Wo) on tiie section, and
(11) upon any owner or Joccupant of and) in the whole or any part of the amount charged to lt under paragraph (bp) 68 subsection (5)7on this section, and
(c) that has entered into an agreement pursuant to paragraph (b).oOf subsection (3) or this, section to provide public transportation service outside the Urban Transit Area, may pay the costs
(i) » out-of Lts general) funds .0r
(11) subject to the approval iof the Ontario Mun— icipal Board, may pass one or more by-laws to impose a special rate or rates upon any owner or occupant of land in one or more parts of the Area Municipality which, in the opinion of the Council of the Area Municipality, derives a benefit from the provision of such public transportation, service.
(14) A special rate or rates imposed under subsection (13) of this section upon any owner or occupant of land is a lien and charge upon the land and if the special rate or rates or any part or parts thereof remain unpaid after the due date, the amount unpaid may be collected by distress upon the goods and chattels of such owner or occupant or the Clerk of the Area Municipality, upon notice to him of the amount due, the person by whom it is due and the land upon which a lien is claimed, is to enter the same upon the collector's roll, and the collector is to proceed to collect it in the same way, as nearly as may be, as municipal taxes are collectible.
(15) Where a Regional Transit Commission is established pur- suant to section 3 of this Part, the Regional Council may pass a by-law or by-laws to require the Regional Transit Commission to pay &o the Regional Corporation the amounts required to be raised annually by the Reg- ional Corporation to meet interest, principal and sink- ing fund instalments on debentures or other debts assumed under this Part or subsequently incurred by the Regional Corporation for Regional Public Transportation purposes upon such terms as to time, manner of payment and interest as the by-law may prescribe.
(16) The powers of the Regional Corporation under Part XV of The Municipal Act are to be deemed to apply to the Regional Corporation for the purposes of paragraph (a) of subsection (17) of this section and where a Regional Transit Commission is estab- lished pursuant to section 3 of this Part, the Req= ional Corporation has the power to Prancrer oO Lie Regional Transit Commission the title to any such dand.
(17) The Regional Council may, by by-law,
(a) acquire, establish, construct, manage and operate parking lots, buildings and structures toe “Bie parking of vehicles in connection with the Reg- ional Public Transportation System and may, by by-law,
(i) charge fees for parking therein and thereon, and
(ii) regulate and control the parking of vehicles therein and thereon, but
where a Regional Transit Commission is established under section 3 of this Part, the Regional Council may by by-law authorize that Commission to manage and operate such parking lots, Sullamgqe and-str= uctures on its behalf, upon such terms and cond— jtions as are prescribed in the by-law, and
(b) designate, with the prior approval of the Council of the Area Municipality involved, the highways within the jurisdiction of an Area Municipality over which public transportation vehicles may be operated, and
(c) designate, (i) any lane on a Regional Road, or
(ii) with the-prior approval Of the Council, Of ‘the Area Municipality involved, any lane on a highway within the jurisdiction of an Area Municipality
prohibit the use thereof by vehicles other than public transportation vehicles to such extent and for such period or periods as may be specif- ied in the by-law, and -
(d) ‘designate in a suitable visible manner on any highway and Dublec place in “the Regional Area upon which public transportation vehicles are operated any part or parts as a "safety zone" and for prohibiting motor or other vehicles from @riving over or upon any such safety zone while any pedestrian is thereon or about to enter there-
on, and
V-7
(e)
(f£)
(g)
(h)
(3)
(3)
authorizing and assigning stands on the highways and in public places in the Regional Area for the protection or shelter of passen- gers using the Regional Public Transportation System, and
authorize and assign bus stop signs on the high- ways and in public places in the Regional Area where passengers using the Regional Public Tran- sportation System may embark to or disembark from a vehicle, and
acquire by purchase or otherwise,
(1) without the approval of the Ontario Munic- ipal Board, the passenger transportation facilities and equipment of any person, Area Municipality or municipality, and
(11) any real or personal property required for the purpose of providing a public transp- ortation service, and
provide public transportation service throughout Ontario whether by chartered trips or otherwise and if a Regional Transit Commission is estab- lished under section 3 of this Part may by by-law authorize it to so do upon such terms and con- ditions as are prescribed in the by-law, and
enter into agreements with municipal corporations and passenger transport service and shared or
sole use of facilities, personnel and equipment and if a Regional Transit Commission is establish- ed under section 3 of this Part, the Regional Cor- poration may by by-law authorize it to enter into such agreements upon such terms and conditions as are prescribed in the by=law, and
provide a public transportation service
(i) in any part of the Regional Area outside the Urban Transit Area, and
(ii) outside the Regional Area, together with such other services as the Regional Council by by-law determines to be incidental to providing public transportation service out- Side the Regional Area, and
1f a Regional Transit Commission is established
under section 3 of this Pauw may, by by-law, auth-— orize it to so do tpon such terms and conditions as are prescribed in the by-law, and
(k) enter into agreements with Area Municipalities and adjoining municipalities with respect to the operation of a public transportation service in such municipality and if a Regional Transit Commission is established under section 3 of this Part may, by by-law, authorize it to so do upon such terms and conditions as are prescribed in the by-law, and
(1) enter into agreements with any person, Area Mun- ie@ipality or other minicipality for the provis- ions of public transportation service in any part of the Regional Area not then inciuded in the Urban Transit Area, and if a Regional Transit Commission is established under section 3 of this Part may, by by-law, authorize it to so do upon such terms and conditions as are prescribed in the by-law, and
(m) make regulations governing, regulating and cont- rolling the conduct of persons on any vehicle or in or upon any land, building or structure used for or in connection with the public trans- portation system, and
(n) where a Regional Transit Commission is establish- ed under section 3 of this Part, provide for the preparation, delivery and publication by that Commission of such annual reports, financial statement, budgets, capital forecasts, estimates and other reports and statements and the glee Pale ation of operating surpluses upon such terms and conditions as are prescribed in the by-law.
(18) The auditors of the Regional Corporation are to be the auditors of the Company and the Subsidiary Company and all books, documents, transactions and accounts of the said Companies are to be at all times open LOL the inspection of the Treasurer of the Regional Cor- poration and the auditors of the Regional Corporation.
(19) For the purposes of The Registry @ct, The Land Titles Act, The Bills of Sale and Chattel Mortgages Act, The Conditional Sales Act, the Personal Property Security Act, The Bulk Sales Act and any other Act affecting title to property, it is sufficient to cite this Act to show the transmission of title to the Regional Cor- poration or the Regional Mransit Commission it estab— lished under section 3 of this Part or any other person as the case may be, and the vesting therein of any real or personal property or any interest therein, but, if an Order has been made by the Ontario Municip= al Board under this Part, the order is to be cited as well, and such transfer of assets as effected is to be conclusively deemed to have been made in conformity with each and all such Acts.
(20)
The Regional Corporation may at any time
(a) by by-law of the Regional Council cause an application to be made to the Provincial Secretary to wind up the existence of the Company and the Subsidiary Company, or either of them, or
(b) If a Regional Transit Commission is established pursuant to section 3 -0f 4his = Pact ,. by by-law, require the Regional Transit Commission to cause an application to be made to the Provincial Secretary to wind up the corporate existence of the Company and the Subsidiary Company, and
in that event, the Regional Corporation thereupon and thereafter stands for all purposes in the place and stead of the entity so wound up.
For the purposes of The Public Vehicles Act, all Regional Public Transportation services provided pursuant to this Part are to be deemed to be within the corporate limits of one urban municipality.
For the purposes of this Part, the Regional Corporat- ion may enter into agreements with any person.
The Municipal Franchises Act does not apply to any Regional Public Transportation services provided under Enis: Panu.
Part XXI of the Municipal Act applies to any by-law passed under this Part.
Where the Regional Council enacts a by-law or by-laws under subsection (1) of section 2 hereof
(a) it may by by-law establish a Regional Transit Commission for the system of the Company and the Subsidiary Company with such powers, rights, duties and responsibilities as are prescribed, from time to time, by a by-laweenr by— laws) of the Regional Council, and
(b) ait is, if a Regional Transit Commission is so established, to transfer to such Regional Tran- Sit Commission the shares of the Company so acquired on such terms as the Regional Council by by-law determine and such a transfer is to carry with it the ownership and control of the Subsidiary Company which is a wholly owned sub- Sidilary of the Company.
(2)
(4)
(5)
Upon the transfer of the shares to the Regional Transit Commission pursuant to subsection cil tee this section, the Regional Transit Commission has the right to hold and vote the shares and is res- ponsible for the general management, regulation and control of the Company and of the public transport- ation system owned by it jncluding subject to the provisions of The Highway Trerric Act: and “Ihe
Public Vehicles Act with respect to services outside of the Regional Area, the public transportation sys- tem, of the Company and its subsidiary and without restricting the generality of the foregoing, has power
(a) with the prior approval of the Regional Council to acquire or lease, or both, lands for the purpose of providing a public transportation service;
(b) to enact by-laws for the better government and control of its affairs, operations and under- takings;
(2). feo requisition the Regional Corporation from time to time for any moneys necessary COC eer y out its powers and duties, but nothing herein divests the Regional Council of its Fright oO refuse to provide any such moneys but where such moneys are authorized, by a by-law, Of the Regional Council, the Treasurer of the Regional Corporation is to pay such moneys to the Regional Transit Commission.
Tf a Regional Transit Commission is established purs- uant to subsection (1) of this section, it is a body corporate with the power to sue and be sued and is to be composed of such number of members as are appointed by a by-law of the Regional Council and some or B18 OF such members may be members of the Regional Council.
The term of office of any member appointed by the Regional Council pursuant to subsection (2) of this section
(a) is to be such term as is prescribed by a by-law of the Regional Council, and
(b) may be terminated by a by-law of the Regional Council.
One of the members appointed by the Regional Council pursuant to subsection (2) of this section is to be appointed as Chairman by the Regional Council and Ls to hold office for such term as is prescribed in such a by-law but he may be removed by a by-law of the Regional Council.
(6)
(8)
(?)
(10)
Where a vacancy occurs from any cause, the Regional Council is, as soon as possible, to appoint in the manner aforesaid a member who is to hold office for the remainder of the term for which his predecessor was appointed and a vacancy in the office of Chairman 1s. to. be Similarly fidled.
A majority of the members of the Regional Transit Commission constitutes a quorum.
The Regional Council may by by-law provide for the payment to the members of the Regional Transit Commission such remuneration and other allowances as it determines.
It is also the duty of the Regional Transit Commission to consider generally all matters relating to local public transportation and, subject towrtne provision ot any necessary funds by the Regional Council, to prov- ide such facilities as it may consider necessary for such purpose.
Sc that the Regional Public Transportation System is self-sustaining to the fullest possible extent, the Regional Transit Commission is to establish a fare structure so that the revenues produced are in each year sufficient to provide for
(a) the operation and maintenance expenses, including provisions for depreciation at rates that are generally accepted as being adequate in the tran- sportation industry;
(b) the principal and interest payments on any indebt- edness, including debentures, of the Corporation, the Company and Subsidiary Company on the date of passing of a by-law or by-laws pursuant to subsection (1) of Section 2 OL chase ear:
(c) the interest and principal payable on debentures issued by the Regional Corporation for the purp- oses of the Regional Public Transportation System;
(dad) a reasonable sum to be credited to a reserve for the stabilization of fares:
Notwithstanding the provisions of subsection(10) of this section, the Regional Council may make in each year, and the Regional Transit Commission may accept, grants of such sums of money as may be sufficient to
(a) reduce the fares charged to the public or any part of the public’ to such ameunts as the Reg- ional Council may determine, or
(12)
(13)
ua)
(i>)
(16)
tera)
(b) provide public transportation to any part or parts of the public free of charge as the Regional Council may determine.
Any funds remaining in any year after provision has been made for the purposes set forth in subsection (10) are, except as may be otherwise provided by a by-law of the Regional Council, to be allocated by the Regional Transit Commission.
(a) for the improvement and extension of the Regional Public Transportation System, and
(b) for the stabilization of the fare SLLUCtuLe.
The Regional Transit Commission is to remit to the Regional Corporation, on or before the maturity date thereof, any interest and principal payable by the Regional Corporation as provided for in paragraphs
(5). and (c) of subsection (iO) .ct irl Se Sect1on,
Before the 28th day of February of each year the Regional Transit Commission is to submit to the Regional Council a report on the transportation system in a form approved by the Regional Counc i i.
The auditors of the Regional Corporation are to he the auditors of the Regional Transit Commission and all books, documents, transactions and accounts OL the Regional Transit Commission and of the Company and Subsidiary Company are to be at all times open for the inspection of the Treasurer of the Regional Corporation and the auditors of the Regional Cor- poration.
The Regional Transit Commission is at all times to Gause to be insured all real and personal property
of the Company and the Subsidiary Company and such insurance is to include public Mebitity and andemni= ity insurance 1n connection with all phases of the operation of the Company and the Subsidiary Company, except only such items of liability as may be covered by The Workmen's Compensation Act.
Where a Regional Transit Commission is established under this section, all claims, accounts and demands arising from or relating to the operation, manage- ment or control of the Regional Public Transportation System or from the exercise of any of the power of the Regional Transit Commission are to be made upon and brought against the Regional Transit Commission
.
and not upon or against the Regional Corporation.
(18) Where a Regional Transit Commission is established under this section, it is to be deemed to be a local board for the purposes of this) Act,
(19) Where a Regional Transit Commission is established under this section it has, notwithstanding the prov- isions of The Public Vehicles Act, the exclusive right within all parts of the Regional Area from time to time included in the Urban Transit Area to maintain and operate a public transportation service but such right does not aiteer thesrigqnwicr any separate school board or board of education to prov- ide public transportation service for their respect- ive purposes, anc in exercising such right, the Regional Transit Commission has the power and duty, subject to the approval of the Regional Council, to establish, maintain, operate, extend, alter, control, Manage, construct, repair and equip a system of passenger transport by means of surface, underground or above ground railways, tramways, or buses, or any other means of transportation, except taxis, including such structures and works of every description as may be necessary or convenient upon, along, across, under and over all highways and public places in the Region- al Area and all lands.and right-of-ways owned, acquir- ed or leased by the Regional Transit Commission or the Regional Corporation.
The following are repealed: (a) The City of Hamilton Act,-1960)) beinc* Ghapter 1477. ond
(b) Section 2 of The City of Hamiiltonmcr, 2 [0l-—o2 (Noe 2); being Chapter 151, and
(c) Section 1 of The City of Hamilton Aer, 2o6Gr meng Chapter ah7idy,, and
(d) Section 2 of The City of Hanittonmeace oho) 0 beang Chapter 53). anc
(e) Section lof The City cf Hamil eonmreciae |, berg Chapter 113, and
(£) Section 3 of The City of Hamblvon Actyet! 73, being Chapter. 1997
The above amendment to the Regional Municipality of Hamilton- Wentworth Act, 1973 was approved by Regional Council on September 3, 1974, by the following Resolution:
RESOLUTION
Resolved that the proposed amendments to The Regional Municipality of Hamilton-Wentworth Act,
as recommended by the Transit Coordinating Comm- ittee, so as to establish a Regional Public Trans- portation System be and are hereby adopted and
that the Acting Regional Solicitor be and is here- by authorized and directed to present such proposed amendments to the Ministry of Treasury, Economics ardintergovernmental Affairs, ana further that the Acting Regional Solicitor be authorized and direct- ed to discuss fully the proposed amendments with the Director of Legal Services for the Said Ministry and the Legislative Counsel for Ontarvo with auch= ority to approve changes as to form only and with any changes in substance to be reported to the Reg- jonal Council for its consideration and approval.
VI
ORGANIZATIONAL == ees
aD al
Bee wy:
14. INTRODUCTION
The objective of this portaon OL Lie Regional Transit Assumption Study is to identify and examine the present and alternative organizational and reporting structures within the Regional Municipality of Hamilton-Wentworth as they
relate to a Regional Public Transportation System.
In 1960, the City of Hamilton by approval of By-law 8900 took action, subject to a Special Act of the Legislature of Ontario, to purchase all the shares of the Hamilton Street Railway Company including the ownership and control of the Canada Coach Lines Limited.
Under the provisions of The City of Hamilton Act 1960 the Hamilton Street Railway Company and its wholly owned sub- sidiary, The Canada Coach Lines Limited, were purchased by the City of Hamilton. In addition, a Commission was formed ana all the phases of the Company and Subsidiary Company were transferred to the Commission to operate, maintain and extend the transportation system of the Company.
2, PRESENT ORGANIZATION
The Hamilton Transit Commission is responsible for the gen- eral management, operation and control of the public trans- portation system of the Company with the power, rights, duties and responsibilities as provided for in the Giey “of Hamilton Act 1960, 1960-61, 1960-61 (No. 2) LoCo Gener ally the powers, rights, duties and responsibilities of the Commission are, as follows:
(1) The Commission consists of five (5) members, one Of whom is the Mayor of the City of Hamilton, or his Appointee
2) The four members (other than the Mayor) hold office for three (3) years
(3) One of the members is appointed Chairman
(4) To enact by-laws for the better government and control of its affairs, operations and undertakings
(5) To borrow by way of temporary loans from any chartered banks sums not exceeding $200,000 at anytime (but no power to mortgage property)
oR i eee ee requisition the Corporation from time to time for any moneys necessary to carry out its powers and duties
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(7) To consider all matters relating to local public transportation and to provide such facilities as it may consider necessary for such purpose
(8) With the intent that the transportation system be self sustaining, establish a fare structure such that revenues produced are sufficient to provide for
a) operation and maintenance expenses
b) interest and principal on indebtedness
on) interest and principal on debentures
d) credit to reserve for stabilization of fares.
Since its inception, the Commission has confined itself to the policy direction of the Companies under its purview and have delegated the management and direction of the Companies to the General Manager and his Staff.
The Management Staff consists of the following:
General Manager
Assistant General Manager Secretary-Treasurer Comptroller Manager, Operations
Manager, Maintenance
Manager, Research & Schedules, H.S.R. Trariic Manager, CaCl.
Niagara District. Manager, C.C.L: Manager, Purchasing & Stores
Manager, Safety Service & Safety Direction Manager, Personnel and Public Relations
The Hamilton Transit Commission has no permanent employees. The position of the Secretary of the Commission has been filled on a part-time but continuing basis by the Assistant General Marager. The number of employees, including the Executive Statfi, totals 377%
S, “Hee (issue
As has been noted, the Hamilton Transit Commission was est- ablished under the City of Hamilton Act 1960. The main
issue before us in this task is whether a change is required at this time from a Commission control to what is termed dir- ect control by Regional Council of the Administration and Management of the Public Transportation System. Questions may be asked which relate to organization, such as:
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1) What are the alternative administrative organizations for Public Transportation to meet the needs of the residents of the Region?
2) Can a Commission better serve the Region tha other alternatives because of its relative separation from Regional Council?
3) What is the most business like approach to organization, to administer and manage the Public Transportation System.
The emerging view of the Province, of some municipal admin- istrators and citizens of the community is that Public Transportation is one form of transportation that is playing a more important role in the development, redevelopment and planning of our urban areas. In these general terms,
Public Transportation in the urban area is being viewed in the total community context with other haré services like parking, sewers, and water with less emphasis being placed on minimizing the deficit and more emphasis being placed
on improved levels of Public Transportation Service.
Policy, as 1t relates to Public Transportation Service, Can be controlled by two: (2)" basic alternatives. In one alternative, the responsibilities for Public Transportation service policies is vested in a Committee of Council, and in tne other, in a Board. or Commission.
4 POLICY ALTERNATIVES
Pa view OL alternatives, forthe establishment of a Public Transportation policy making body, we believe that there are three (3) basic alternatives:
Lee An Appointed Commission (leave as is) an A Committee of Regional Council She An Appointed Commission (administrative and systems
support from the Region) a. Alternative 1 - An Appointed Commission In this alternative we retain a Commission under a Regional Operating by-law and the operation of the Company under its
present organization is maintained.
Members of the Commission can be appointed for a pre-deter-
mined term, aS desired, to maintain continuity. There is a general removal of the local political pressures from the Commission. Public control of the Public Transportation
System is more indirect and is exercised through the popular eleetionsot the Regional Council and in turn through their selection of Commissioners. The approved enabling Regional
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legislation has established that elected representatives may or may not be eligible for membership. The composition and direct powers of the Commission will be established in a Regional operating by-law.
It has been stated as’ a Criticism, "by ssome;menet, suc. an organization as a Commission, because of its indirect relationship to the public and because OnMene fiegaiare- quirements imposed on its operation, that it is unsympathetic to the Communities desired social objectives. In addition, some advise, that the creation of a Commission tends to perpetuate a separate or stratified approach to Regional Transportation Strategies. Others question the desirability of vesting control of the Regional owned transportation system to a semi-autonomous appointed body which is not directly responsible to the public.
lon Alternative 2 - A Committee of Regional Council
In this alternative, public control cf inet ubi ceiransvere— ation System would be direct. The people would directly elect the politicians sitting on the Committee responsible for the Public Transportation System. © Onethtcebocrsetine existing responsibilities of the Transit Assumption Coordin- ating Committee could be expanded or a separate public trans- portation committee could be created.
In establishing this alternative, there would be a phasing out of the Commission Structure, (the Companies may or may not be wound up), and the creation of a Regional Council Committee and a Public Transportation Operating Department reporting to the Regional Coordinator. The creation of this organizational structure would allow the Region to control Public Transportation within the Regional Administration with those other services and activities which have an impact on Community development, such as planning, roads, sewer and water services, etc. Thus the technical, administrative and financial aspects of transit are not isolated from the other responsibilities of local government and therefore responsive to the overall desired goals and objectives of the Region.
It is noted, however, that the critics Gierivesetrernacive see some disadvantages to this system of organization on the following basis:
(1) transit management is vulnerable to day-to-day political pressures (2) elected representatives do not have sufficient knowledge
or time to devote to Public Transportation matters (3) commercial nature of Public Transportation operations
does not lend itself to control ‘by “ayCommacctee of Reg- Tonal Veoinceis.
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ot Alternative 3 - Commission with Administrative & System Support from Regional Resources
This alternative is basically the same as Alternative l.
In addition, however, the Regional Resources for financial, computer, engineering, planning would be utilized by the administration and management of the Public Transportation System. Job functions with the present organization would not be affected but rather there would be a gradual approach to using the various Regional staff services and expertise in the future.
5S. MANAGEMENT ALTERNATIVES
Generally, the role @management is to implement the policies established by the policy group, whether or not it is a Committee of Regional Council, or a Commission. The day-to- day operation of the system is the responsibility of manage- ment and it can only be effective if the approved policies are defined. This management function is usually delegated to officers appointed (i.e. General Manager, Director of Transit etc.)
Management must be able to act responsibly to the Public Mransportablon needs of ali interest groups. This, of course, is difficult and sometimes impossible where the interest groups, in the case of the government could be the general public, legislative body, interest groups (i.e. transit riders) and sub-interest groups with conflicting objectives (i.e. wanting better service vs lower cost service).
There are essentially two (2) basic alternatives in estab- lishing the reporting relationship between the Management and the policy body, and these are:
te Direct Relationship ors Indirect Relationship
The major issue is whether or not the other Senior Regional Administrative Officers should be involved in the management of the Public Transportation System; which has implications on the future use and coordination of Region resources and services.
a. Direct Relationship
The Direct relationship requires that the Management report directly to the policy body, whether it be a Commission or a Committee of Regional Council. -
De Indirect Relationship
The indirect relationship requires that the Management report to a person between the management body and the policy body. This could mean that the General Manager or Director would report to an executive responsible for transit, roads and traffic. This approach would ensure that all transportation
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services are coordinated in one Department.
ISSUES IN EVALUATING ORGANIZATIONAL STRUCTURES
There are Six (6) key issues in, evaluating organization
for the public transportation system. The issues are: Es Respcnsiveness to public need
Za Degree of Regional Counc] -tniinence
She Degree of Integration with other Service Policies 4, Degree of use of Regional Resources
Ss Adherence to policies of Province of Ontario
Gi. impacts on existing organization and, start.
This short list provides a framework within which we can evaluate the organizational alternatives presented in the previous sections.
a. Definition, ands Implications, of leenes
1) Responsiveness to Public Need (AbLUAty- Gf organization to recognize & respond to public needs)
Public Transportation Service Costs will continue
to increase and become more and more of an issue in
the future. Responsiveness by the policy and managing bodies will become more and more important as the public needs are raised.
The Organization must therefore be so designed to react to the Regional public needs efficiently and effectively.
2) Degree of Regional Council Intluence (Need for the overall coordination, at thelpolicy level of all services provided, 1.6. j/,water, sewer, social services, roads, etc.)
It is important that the policies and budget of the Public Transportation System be reviewed and approved
on a coordinated basis with the other service policies and budgets for the Region at the Regional Council level. The Regional Council, must wheretore have a real participatory input to these processes. In addition the Regional Council must provide a useful link to the electors and the transit users in genera .
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3) Degree of Integration with Other Service Policies (Need to Integrate and Coordinate the planning, design and construction of all services at the operating levels)
Other Regional Services exist and it is imperative that there be proper coordination and integration of the Public Transportation Service with the goals and objectives, plans and programmes of other Regional Departments and of the Region in general.
4) Degree of Use of Regional Resources (The use of existing Regional Services and staff by management as opposed to continued development of self- contained staff modules to provide service capab- sel es he yg)
The Public Transportation Management must be aware of the availability of service resources at the Regional administrative level and aware of the relative cost/ effectiveness of those resources.
The use of the resources and their cost/effectiveness Should not relate only to the cost to°the public trans~ portation system but rather to the total cost to the taxpayers in the Region. The public transportation Management may be able to develop some service require- ment cheaply but the overall cost might be minimized
by the use of Regional Resources.
By Adherence to Policies of Province of Ontario (The adherence or approach to the established policies of the Province of Ontario with respect to special purpose bodies and reorganization of local government structure)
The public transportation management must maintain a continuing awareness of the relevant Province of Ontario’ policies with understanding of existing legis- lation such as the Municipal Act, Public Transportation Act, Highway Improvement Act, the Planning Act and the Puplic Utilatres: Act.
6) Impacts on Existing Organization and Staff (The impacts on the existing Hamilton Street Railway Company and Canada Coash Lines Ltd., staff)
The impacts on the existing management organization of the Hamilton Street Railway Company and Canada Coach Lines Ltd., are a prime issue or consideration. Depend- ing on the organizational alternative chosen, the impacts on the existing staff can be considered negative or positive.
Vile.
In the past, one of the major reasons for a failure
or breakdown in organization and in staff morale, is when full reorganization and integration was attempted at all levels at one time. Good results have been obtained in business where reorganization has been approached on the basis of a limited approach to integ- ration (i.e., only to Policy and Financial funetions)*.
7. EVALUATION OF ALTERNATIVE POLICY BODIES
a.
Responsiveness to Public Need
From an organizational point of view, we consider that the Committee of Council Alternative provides the greatest opportunity for recognition and response to
the public needs. In our opinion, the public is more likely te turn to the politioapanvon Regional Counci)
when confronted with a concern about the Public Transpor- tabson. Service.
The public needs and response to those needs would be slowed down to a greater extent by the establishment of a Commission than by the creation of a Council Committee.
Degree of Regional Council Influence ee ee ee ee
The Regional Council influence on the Public Transport-— ation System and Service would be greatest with the creation of a Council Committee and less with an appoin- ted Commission. Obviously, there would be more overall coordination with other service and budget priorities with a Committee of Council and less with an appointed Commission.
Degree of Integration with Other Services a EE eee eee
Integration with other Regional Services can best be achieved with a Regional Council Committee. With a Commission, policy could be developed separately and in isolation from the Regional Policies in the other Service area.
If the Commission is accepted as the policy body, we believe it is obvious that there is a need to develop an_ organizational requirement or structure to provide for service integration for the planning, programming, design, construction and operation of all Regional services.
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Degree of Use of Regional Resources
The existing public transportation management has yesources in personnel, finance, planning, operations and maintenance. Obviously there could be conflicts between the policies of the Regional Administration
and those of the Public Transportation Management. An approach to coordination of these policies and use of existing Regional resources would be more easily accom- plished with a Committee of Council and less with a Commission, exterior to the Regional Administration.
The technical, administrative and financial aspects
of Public Transportation would then not be isolated from the administrative responsibilities and authority of the Regional Administration, and therefore more res- ponsive to the needs of the community.
Adherence to the Policies of Province o£ Ontario
The establishment of a Committee of Council to be res- ponsible for Public Transportation in the Region appears to be in line with the approach of the Province of Ontario to reorganize local government and to eliminate aS Many special purpose bodies as possible.
Impacts, on Existing Organization and Staff
There 1s a concern for the impact on the Hamilton Street Railway Company and Canada Coach Lines Ltd., Management and staff if the Committee of Council alter- native iS approved.
The present management is made up of executives who are high calibre career orientated individuals who have
taken pride in the development of the Hamilton Street Railway Company and Canada Coach Lines Ltd., into one
Of the finest transit operations in Ontario. They have Maintained a good rapport with the Board of Control and Crey Councal, and the citizens: of the City of Hamilton and have been constantly reviewing and updating their operat- ion through good management techniques.
We are advised by some management consultants that the task of recruiting high calibre transit managers and supervisors capable of managing public transportation systems would be easier under a Commission that a Comm- ittee of Council. Most Transit Managers prefer to oper- ate under a Commission Policy Organization isolated from the political consideration.
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8. RECOMMENDATIONS
cles
A Commission Structure Be Retained
The Regional Municipality will be responsible for
the Public Transportation System on January 1, 1975. Generally there is a very real time constraint to study and to deal with the transfer of responsibility from the City to the Region. In addition, there would be an impact on the existing staff of the oper- ating companies, if a Committee of Regional Council was approved.
The Regional Council Review the Policy Structure of the Public Transportation System in Three (3) Years
Generally, as is described in the body of this report, there are specific advantages in the future to estab- lishing a Committee of Council as opposed to a Commiss- ion. Accordingly we believe that the Region should plan on reviewing the policy structure of the Public Transportation System in the future.
The Management of the Public Transportation System and the Regional Planning and Engineering Departments Maintain A Coordinated Administrative Approach to Transportation Planning, Programming and Budgeting Through the Regional Coordinator
Generally, Regional Transportation, planning programming and budgeting is inter-related with Public Transportat- ion considerations. Clearly coordination and decision making to include roads, parking, ptrattro wana serancae considerations suggests the need for coordination bet- ween the Public Transportation Management and Regional Administrative level (i.e. Regional Coordinator).
The Commission Be Restructured to Provide Good Communicat- ions With Regional Council, The Regional Administration and to Respond to The Needs of The Public
On this basis, the Commission should be restructured to include the following five (5) members (see Figure 11)
Three (3) Regional Councillors (Appointed by Regional Counct 1)
Two (2) Citizens (Appointed by Regional Council)
In addition the Chairman of the Hamilton-Wentworth Region is recommended to sit ex-officio on the Commission to provide continuity to the.Commission and provide a link with the other Regional Departments and the Toronto Area Transit Operating Authority,
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The citizen representatives should be users of the system and should be appointed by the Council from nominations by citizen groups or individuals, and serve on the Commission for a maximum of two (2) consecutive, alternating two (2) year terms. This will ensure an effective period of contribution and also allow for other interested citizens to serve. It would be preferred if one of the citizen repres- entatives is a business may with a broad experience or background to bring a comprehensive business ex- perience to the Commission.
The General Manager of The Hamilton Street Railway Company and The Regional Coordinator Attend All Meetings of The Commission
The General Manager will provide the link between the Commission and the operating staff of the Hamilton Street Railway. The Regional Coordinator will provide the link with the Regional administration and consist- ency of approach to the goals, objectives, policies and programmes of the Region.
Benefits are obviously derived in bringing together
the H.S.R. and Regional Administration in the area of planning, programming and budget review. This can best be accomplished under the Commission Policy Structure by the Regional Coordinator.
The Position of The Secretary of the Commission Be Filled On A Permanent Basis From Either Existing H.S.R. or Regional Staff
The Hamilton Street Railway Company Through Its General Manager Seek The Cooperation cd The Regional
Administration to Provide, Where Required, Support Functions Which Are Available From Regional Resources anon otal.
These support functions could include:
Dis Finance Department - Financing strategies, complete services for payroll, general ledger, information systems for management.
on Planning Department - planning study services using available expertise.
By Engineering Department- planning, design, construction
& Operational services using available expertise and manpower
ght ae
The Regional Council In Its Relationship to The Hamilton-Wentworth Transit Commission Be Required to:
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ae
3s
set broad transportation goals for the Region; approve public transportation budget;
review and approve major policy decisions presented by the Commission.
The Hamilton-Wentworth Transit Commission Be Required to:
ee
establish and review short and long term objectives based on the broad goals of the Region and of the Province of Ontario;
establish and review budgets and programmes to meet these short and long term objectives;
review management reports, budgets and other reports submitted by the General Manager;
request reports and plans (or magor spublee (ranspon.— ation developments;
review with the General Manager such matters as public transportation policy ,spubLicnre abvonc, Organization, staff employment, training and compen- sation, relationships to Region and Province of Ontario.
The General Manager and Staff Continue to Be Responsible to The Commission for The Administration and Management of The Present Public Transportation System of The Ham= ilton Street Railway Company and Canada Coach Lines Ltd.
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TABLE IV-A.2
APPORTIONMENT OF 1973 DEFICITS ON BASIS OF BOQUALIZED ASSESSMENT AND REVENUE MILES ASSUMING NET COSTS OF REDUCED FARES AND PASSES TO SPECIAL GROUPS ARE ALLOC- ATED TO THE AREA MUNICIPALITIES BENEFITTING
Regional Transit Net Cost of
Service Special Fares Ota. 3 $ $ $ Ancaster PAA OAL 22,460 - 22,460 Dundas B2349 36,920 = 367320 Flamborough 22 foo 2 oO ec = PS AO Glanbrook Lees WS granl Ge = NFAT AGES) Hamilton Soeocg 924 pos 470,340 yoo peoS Stoney Creek Die 76 Dopo OU = 96,390 100.000 17084490 470,340 LA oo NOTES: Lez City of Hamilton reduced fares and special passes: Senior Citizens~-passes $456,375 - reduced fares VAD Te 606.47 Students - reduced fares SE Gey 59401619 ie Town of Stoney Creek subsidized senior citizens, the cost
in 1973 was $1,167 which was met out of the General Levy of the Area Municipality without provincial subsidy.
33 Town of Dundas has started a scheme to subsidize senior citizens, the cost in 1974 is estimated at sl 7000 waren as met out of the General Levy of the Area Municipality without provincial subsidy.
4. Students on the Dundas-Hamilton Route have a reduced fare (10 tickets for $2.70 instead of S$3.85)— These figures have not been considered above.
TABLE IV-A.3
APPORTIONMENT OF 1973 DEFICITS ON BASIS OF EQUALIZED ASSESSMENT AND REVENUE MILES ASSUMING NET COSTS OF SPECIAL ADULT FARES AND PASSES ARE ALLOCATED TO THE AREA MUNICIPALITY BENEFITTING
Regional Transit Net Cost of Service Special Ad- Total ult Fares 2 S$ > $ Ancaster ea0r 1 25 7924 = 25,924 Dundas ba389 WS 21: =: AL, 921 Flamborough 220-30 34,248 = 34,248 Glanbrook ed Be, 14,007 - 007 Hamilton 852529 LOO 615 303,074 URE PS PA shee, Stoney Creek ya eels 65,041 - 65,041 100.000 1,252, 156 B03, 04 1,554 98 30 NOTES: ie Gity.or Hamil ton : reduced fares SLAOp 72 passes ASC, 31D 606,147 Less 50% subsidy 303,073 $303,074 VE Town of Stoney Creek subsidized senior citizens, the cost in
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Council
Regional Municipality of Hamilton-Wentworth
Hamilton-Wentworth Transit Commission
Regional Chairman (ex officio) Three (3) Regional Councillors Two (2)i Citizens
General Regional Manager Coordinator
Regional Resources Stace Finance
Planning Engineering
RECOMMENDED ORGANIZATIONAL STRUCTURE
Figure No. 11
APPENDIX
ni
HAMILTON TRANSIT COMMISSION BALANCE SHEET
(As At December 31, 1973)
ASSETS :
100% of shares of The Hamilton Street Railway Co. held in trust for the Catcy Of Hamilton = at cost So 7250p 000
LIABILITIES :
The City of Hamilton for principal of
debentures issued on acquisition and
still outstanding; 6 1/2% debentures,
maturing serially 1974 to 1980 Sl,617, 000
EQUITY: (being debenture principal retired to date)
Balance at. December 31, 1972 . 2.8 $ 1,455,000 Principal payment to the City of Hamilton during
1973 ee Be 178,000 Balance at December 31, 1973 IO 000 S37250),000
HAMILTON TRANSIT COMMISSION tear Sa attr Soh) oh STATEMENT OF EARNINGS rn
(FOR THE YEAR ENDED DECEMBER 31, 1973)
REVENUE :
Dividends received from The Hamilton
Street Railway Company 542885890 EXPENSES :
Payments to the City of Hamilton for debenture interest . | .. $ 110,890 for debenture principals: wea sae L787 000 288,890
NET EARNINGS: $ -
HAMILTON STREET RAILWAY INTER-MUNICIPALITY SERVICE
Hamilton-Ancaster - 5:30 A.M. to 6:00 P.M.;
- 7 day service;
- 10 one-way trips daily (weekday)
(4 only to Mohawk Meadows)
. ‘
- Average daily ridership (excluding city
Eroecrs) 1s 25..
Hamilton-Dundas - 6:00 A.M. to 1:30 A.M.;
- 7 day service;
- 90 one-way trips daily (weekday) ;
~ Headway: Peak
Off-peak
IO) Tien
30 man.
- Average daily ridership (excluding city
eidaecs).is) 12005
Hamilton-Stoney Creek, Queenston Rd.
- rorAw NM COs soU A. Mes
- 7 day service;
- No Sunday service beyond Lake Avenue;
- 170 one-way trips daily (weekday) ;
- Headway: Peak Of f-peak - Headway: Peak off-peak
- Average daily ridership is
15 min.)
)
15 mit.)
2 OF wan. )
)
30° min. }
1400.
to Lake Ave.
past Lake Ave.
HAMILTON STREET RAILWAY FIXED ASSETS
(As At December 31, 1973)
Land, Buildings and operating equipment - at cost S 10,366,809
Less accumulated depreciation 6,088,974
S 4,2777836
LONG TERM DEBT
Comprises demand loans payable to bankers for equipment purchases
Total debt (excluding current portion cuecin 074). 26 S 860,300
HAMILTON STREET RAILWAY VEHICLE SUMMARY
as at June 1, 1974
Vehicle Type year of Manufacture Number Buses Diesel 1955 3 Diesel LOS7 26 Diesel 1958 12 Diesel 1959 2 Gas 1960 2 Diesel 1960 12 Gas 1961 vi Diesel 1964 9 Diesel 1965 10 Diesel 1966 Us: Diesel 1967 1 Diesel 1968 15 Diesel 1969 a i Diesel 1970 ts Diesel LOL 2 Diesel TOF 2 12 Diesel Loy 6 Diesel 1974 2 aS Lever, Loe: EO iroLiey RE ies 40 Total Buses 263
Trucks Chev wrecker 1944 Ford hoist 1949 King trailer 1950 Diamond wrecker 1956 Dodge stake LO5S Ford pickup 11969 Homemade trailer, tank 1971 Dodge van TES eS) Dodge truck 1973 GMC pickup 1974 Cars Ama Oade:.,.. G Cyl. ae Ceo oatTes Charger, 6 Cyl. 1973 2 Dr. Plymouth Satellite
6 Cyl. 1973 fer NOrnen, 6 Cyl. 1974 2 pr. Plymouth, 6 Cyl. 1974
HAMILTON STREET RAILWAY LAND, BUILDINGS AND
OTHER FIXED ASSETS
Buildings and Yard at 18 Wentworth Street, Hamilton
Three buildings: 1) Garage and Office:
-- about 46 years old; == houses head office and facilities tor heavy maintenance.
2) Dispatching Office:
-- over 50 years old; -- houses dispatching and ticket selling facilities.
3) Wash Barn: == about 70) years old -- houses driver, cafeteria and facilities for
cleaning vehicles and minor repair work.
The land is about 3.5 ares in area.
Land in “Vicinity of Hwy. 53 and Upper Welling tonsoumee.
-- about 10 acres; =— CUrrEnt Ly farm Jand <
Substation at Kenilworth Ave. and Cannon Street
-- houses rectifiers and transformers for trolley lines.
Overhead Trolley Bus Wires
-- about 64 miles of one-way wire (22.5 street miles); -- 3 trolley routes: King-Main Sts., Barton St., Cannon St.
HAMILTON STREET RAILWAY PROPOSED CAPITAL EXPENDITURES
te To develop the 10 acre property .at Hwy. 53 and Upper Wellington St. to provide a bus parking area and a garage Eorimimnor Maintenance, - in.1974, H.S.R.. plans to level enough land to provide parking for about 25 buses at an estimated cost of $40,000.
ns Pormoureciaseva £0 Li.x 50 Lt. property on, Lake Ave., from the City of Hamilton for the purpose of building a new substation. The land will cost about $6,000. This pur- chase will be made in 1974.
ae To build a new substation on the Lake Ave. property and €ovconstruct 2 miles of trolley line on Queenston Rd. A preliminary cost estimate is $350,000. This construction Wale take placetain 1975 or 1976).
4. To: purchase:
23 53-passenger buses in 1975 at estimated cost of $1,080,000 23 53-passenger buses in 1976 at estimated cost of $1,100,000 24 53-passenger buses in 1977 at estimated cost of $1,176,000 25 53-passenger buses in 1978 at estimated cost of $1,250,000
aig To enlarge the office at 18 Wentworth Street. A very preliminary cost estimate is $100,000. This work is planned for 1974,
Subject to the approval of the Ministry of Transportation and Communications, the above expenditures may be eligible for a 75% capital assistance subsidy.
HAMILTON STREET RAILWAY OPERATING STATISTICS - 1973 a Analysis of Revenue and Expenditures
This statement describes the Revenue and Expenditure in three categories:
iy Total Operation
Die Trolley Coaches separate from Bus Fleet. (All Trolley Coaches are operated in Hamilton only.)
ce By Routes in Area Municipalities.
Revenues are made up of Basic Passenger and other revenue (mailmen and advertising); they do not include City re-imburse- ments and fare stabilizations.
Expenditures include salaries, labour (maintenance and Operating); materials, special repairs, rentals, depreciation, interest
and dividend to Hamilton Transit Commission (for payment of debenture charges to the City of Hamilton) pro-rated on the
basis of the preceeding expenditures but do not include the Provision for Improvement and Replacement.
The cost and revenue per mile are based on mileage travelled annually by vehicles.
Part of Ancaster is serviced by the Hamilton Street Railway Sanatorium route. The following are the revenue statistics for this route:
Passengers Revenue Miles Revenue/mile City. 470,185 S109,,564. 155°,936 Seer Ae Ancaster 7,942 3,401, Pisses «50
478,127 Sito ne bs Brae fe S .08 * Estimate Mileage
No expenditure figures are available but using the average cost/mile for the Bus Fleet in the City of $1.17, the loss for Ancaster would be $0.87 per mile or $9,862.
The figures for Burlington include Hamilton users as far as the Canal on Beach Boulevard. Although the number of tickets purchased can be distinguished between Hamilton (176,445 - $39,081) and Burlington (143,794 - $65,491), the number of cash users can only be estimated.
HAMILTON STREET RAILWAY OPERATING STATISTICS - 19.73 (cont'd)
It would be futile to proportion the net loss on this route between the City of Hamilton and the Town of Burlington because precise user figures are not available on the two segments of the route.
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HAMILTON STREET RAILWAY AGREEMENTS AND OPERATING LICENCES
im
Public Vehicle Operating Licences:
No. ‘1770, dated October "25, 1955: an ,ecpecc of Hamilton- Ancaster service via Sanatorium and Mohawk Road.
No. 1771, dated October 25, 1955 in respect of Hamilton- Dundas service via Highway No. 8
No. 1772, in respect of Hamilton-Burlington service via Burlington Beach. Subsequent extensions were made to
this licence to permit service to the Town of Stoney Creek and the former Township of Saltfleet - the last extension was dated November 23, 1973.
Labour Contract with the Amalgamated Transit Union, Division 107 = expires March) 3) 29/5.
Advertising contract with Warnock Hersey Ltd., Trans-Ad Division.
Other agreements. eg. = contract with Firestone for tires;
- agreement to carry postmen; - employee benefit agreements.
CANADA COACH LINES - INTER-MUNICIPALITY SERVICE
i. Hamilton-Ancaster he 20 mM, to Lis20 P.M. - 7 day service; - 52 one-way trips daily (weekday) (16 continue to Brantford) ; - Average daily ridership (Hamilton to Ancaster) is 340. a Hamilton-Dundas Se7cOOux. Ms tO<1l1 «30 PMs - 7 day service; - 18 one-way trips daily (weekday) (all continue to Kitchener) ;
- Average daily ridership (Hamilton to Dundas) is 15.
Si Hamilton-Binbrook - 1 bus each way each weekday;
- Average daily ridership is 22.
4. Hamilton-Stoney Creek eEOnso Meo. “FO.12:230 ALM.s - 7 day service;
- 66 one-way trips daily (weekday) (36 go beyond Stoney Creek);
- Average daily ridership is 860.
CANADA COACH LINES - INTER-MUNICIPALITY SERVICE (eont'd) Sa ey ae
Hamilton-Winona
6245 ALM. to 12210 AM. 7 day service;
36 one-way trips daily (weekday) (26 go beyond Winona) ;
Average daily ridership (Hamilton to Winona) ;
Average daily ridership (Hamilton to Winona) is 400.
Hamilton-Waterdown
6245 A.M. to 10220 P.M. - No Sunday service;
12 one-way trips daily (weekday) (6 continue to Carlisle);
Average daily ridership on Hamilton to Carlisle route is 106.
CANADA COACH LINES FIXED ASSETS
(As At December 31, 1973)
Land, Buildings and operating equipment - at cost
Less accumulated depreciation
LONG TERM DEBT
Comprises demand loans payable to bankers for equipment purchases
Total debt (excluding current portion due in 1974)
$3,562,487
2399, 182
a POA AOS
is $210,500
CANADA COACH LINES VEHICLE SUMMARY
(As at June 1, 1974)
Vehicle Type year of Manufacture Number Buses: Diesel LOSS 6 Diesel 1955 19 Diesel 1956 71 Diesel 1957 3 Diesel LISS 5 Diesel 1959 4 Diesel 1960 6 Gas 1960 al Diesel 1961 3 Diesel 1963 4 Diesel 1965 9 Gas 1965 6 Diesel 1966 6 Gas 1966 2 Diesel = LOGr, 6 Gas 1967 10 Diesel 1968 6 Gas 1968 4 Van hool mini-bus 1970 it Diesel LOW Z 6 Diesel 19.73 5) Total Buses yy,
Trucks: Ford Lorry 1940 Service 1944 Ford pickup L959 Ford Econoline van 1966 Cars: Chevroler, seul. 1968 4 Dr. Mercury Monterrey,
8 Cyl. 1972 4 Dr. Mercury Marquis,
S-°Cyl. LOW 2
CANADA COACH LINES LAND, BUILDINGS AND OTHER FIXED ASSETS
dad Garage and yard on Catharine Street, Hamilton - used for parking buses and minor maintenance 2 Crystal Beach property - a frame building, built in 1945, is on this property
- it can provide storage for about 4 buses
Die Welland Garages - 2 garages in Welland - 1 is rented to Coles Movers on a monthly basis - 1 is used primarily for school bus operations and maintenance 4. Niagara Falls Garage - contains major maintenance facilities = C.C.b, nas given an option to sell this garage to the
Greater Niagara Transit Commission - the option expires at the end of 1974
- C.C.L. currently maintains Niagara Transit's fleet at this garage
Commitments
i To purchase 5 inter-city buses for delivery in 1974 at an estimated cost of $300,000
CANADA COACH LINES LIMITED OPERATING STATISTICS - 1973 SS aed ee ee ee
The following three schedules relate to the Canada Coach Lines Limited :
"A" Allocation of Surplus or (Deficits) By Routes for year ended December 31, 1973.
"B" Summary of Surplus and (Deficits) for All Routes for year ended December 31, 1973.
"C" Operating Statistics for year ended December 31, 1973. Schedule "A" - Allocation of Surplus or (Deficits) By Routes Ne ee
This statement allocates Surplus and Deficits of the Canada Coach Line Routes wholly or partially servicing the Region, firstly between the study area encompassed by the Wentworth- Burlington Suburban Bus Study and the area outside the study on the basis of passenger miles.
Surplus or Deficits inside the study area are allocated to each area municipality on the basis of residence of the passengers.
The information used in the Study is for 1971 but the OLFicials have indicated that the usage of the Canada Coach Lines Limited has not increased since that time and they estimate that the incidence of users has not changed significantly.
Schedule "B" - Summary of Surplus and (Deficits) for All Routes ——— Ss eee eee cites) tor Alt Routes This statement summarizes Schedule "c" by area municipality
within the region from those outside the region and Other Routes (Charters, etc.)
Schedule "C" - Operating Statistics ie eee This statement basically points-up the significance of Other
Routes, that is Queen Elizabeth Way Express, Charters, Sight- seeing, and Races.
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CANADA COACH LINES AGREEMENTS AND OPERATING LICENCES
1%
Bis
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Public Vehicle Operating Licences:
NoOw-27 - Hamilton to Port Dover, Simcoe and Nanticoke Airport
NO. .30 - Hamilton to Guelph
No. 32 - Hamilton to Binbrook
NOs433 - Hamilton to Caledonia and Dunnville
no. 37 - Hamilton to Aldershot and Waterdown
No. 104 - Port Colborne to Welland
Now Z05 - Welland to Fenwick
No. 106 - Crystal Beach to Hwy. No. 3
No. 108 - Ridgeway to Fort Erie
Nos 207 = Brancrord to Burirord and Tilisonburg
No. 1060 - Welland to Fort Erie
No. LO7L - Niagara Falls to Crystal Beach
No. 1401 - Caledonia to Brantford
No. 1529 - Hamilton to Galt
No. 1604 - Port Colborne to Fort Erie
No. 1701 - Hamilton to St. Catharines, Niagara Falls and Buffalo (vie Hwy. No. S or O.E.W.)
No. 1735 - Welland to Niagara Falls
Nos L764 - Hamilton to Welland and Fort Erie
Non 773 - Brantford to Lynden and Dundas & Hamilton
No. 1789 - Hamilton to Winona
Noy 1798 - Hamilton to Burlington and Milton
No. 1843 - Blair to Preston, Galt and Kitchener
Wo. 1656 - Sightseeing service from Niagara Falls to Welland Ship Canal
No, 2518 - Kitchener to Waterloo
Ce wie cOces NOt eExcrolee 1te Complete rights to provide service on the routes defined by Licence No.'s 27, 105, BOO, 120 and 1773:
Rental agreement with Gray Coach Lines regarding use of the Hamilton Bus Terminal - expires August 5, 1976.
Labour contract with Amalgamated Transit Union, Division VOU = expires: March 31, 1975.
CiG2l2 1s) the Gray Line Operator providing sightseeing service in Niagara Falls, Ontario and Niagara Falls, New VOrIS:.
Rental agreement with Bolus Revelas and Bolus regarding
use of the Niagara Falls Bus Terminal - expires in 1988.
Rental agreement with Coles Movers for use of C.C.L.'s Welland garage - on a monthly basis.
CANADA COACH LINES AGREEMENTS AND OPERATING LICENCES (cont'd) Se nateialenantiate interes anata letiest ha easement fd nel cena set dedi cll etal eae Sl
Bie Contracts with school boards:
The Waterloo Board of Education (Cambridge) The Niagara South Board of Education (Welland- Crystal Beach-Port Colborne)
8. Agency agreements.
os Other agreements.
A-24
July 17, 1974
Re: Transit Service Pie eS Dear Sir:
The Council of the Regional Municipality of Hamilton-Wentworth has agreed in principle, that effective January l, Loo, ene Hamilton Street Railway Company and its subsidiaries become
a Regional responsibility. The Council has formed a Transit Co-ordinating Committee to advise it as to how this transfer is to take place and what the financial implications are of the transfer.
The Technical Advisory Committee, reporting to the Transit Co-ordinating Committee, has met and has had the terms of reference and job scope approved. Included in its tasks is an identification of possible and probable service increases out- side the City of Hamilton. In order to assist the Committee in this task, it is requested that you consider the likely transit service changes, extensions or any other improvements, which may be required by your Municipality in the next Five (5) years.
In order to assist you in this task, I and a representative of the Hamilton Transit Commission are willing to meet with you, at your convenience.
your early response to this request would be appreciated.
yours very truly,
H.O. Schweinbenz Secretary, Technical Advisory Committee. HOS er
cc: Clerks & Engineers
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