Each year, ETS moves some service from underused routes and trips to better serve higher demand routes. This year, ETS is moving around 50,000 hours (about 2% of the total) in order to address delays and improve reliability. By improving the reliability of service on higher used corridors and routes, ETS expects to attract more riders.
Frequently Asked Questions
Each year ETS conducts a System Performance Review using ridership data collected over the previous year. The guidelines for this review were approved by City Council in Policy C539 Transit Service Standards. The standards set the following minimum ridership levels:
Weekday peak periods: 30 passenger boardings per hour
Weekday peak periods (industrial routes): 20 passenger boardings per hour
Weekday off-peak periods: 15 passenger boardings per hour
Saturday/Sunday: 15 passenger boardings per hour
Community bus routes (seniors): 10 passenger boardings per hour
For the 2016 service reallocation plan, ETS flagged services with less than 15 passenger boardings per hour. A more detailed analysis was then done for each of the flagged routes that took into account several other factors, such as:
Alternate services available in the affected areas
Impacts of cancellations on the schedules of other routes
Established service versus newly implemented service (new services need time to develop a ridership base)
Community bus routes serve seniors and provide service at a lower cost than DATS
The results of this analysis identified 50,000 annual service hours for reallocation, or about 2% of total ETS service. The routes selected for the 2017 reallocation plan have an average of only 12 passenger boardings per hour.
About half of the routes throughout the ETS network will experience service additions or reductions as part of the service reallocation project. Major changes are summarized below:
Major Service Reductions
|12||McDougall, Downtown, Rosslyn, Lauderdale, Kensington, Calder, Wellington, Athlone, Dunvegan, Bonaventure|
|13||Caernarvon, Carlisle, Rosslyn|
|15||Mill Woods, Bonnie Doon, Downtown, NAIT, Northgate, Eaux Claire|
|31||Hodgson, Leger, Ogilvie Ridge, Carter Crest|
|38||Riverbend, Hodgson, Falconer Heights, Henderson Estates, Rhatigan Ridge, Carter Crest, Ogilvie Ridge, Leger, Ramsay Heights|
|50||Royal Gardens, Aspen Gardens, Lansdowne, Grandview Heights|
|52||Empire Park, Pleasantview, Allendale, Queen Alexandra, Strathcona|
|60||Weinlos, Bisset, Minchau, Hillview, Michaels Park, Mcintyre Industrial|
|62||Daly Grove, Pollard Meadows, Meyokumin|
|63||Crawford Plains, Sakaw, Meyokumin|
|64||Menisa, Ekota, Meyonohk|
|66||Meyonohk, Tipaskan, Richfield, Tweddle Place|
|68||Weinlos, Minchau, Kiniski Gardens, Jackson Heights, Roper Industrial|
|69||Bisset, Weinlos, Minchau, Silverberry, Wild rose, Larkspur, Burnwood, Roper Industrial|
|70||Southeast Edmonton, Strathcona Industrial|
|80||Eastgate Business Park, Ottewell, Bonnie Doon, Davies Industrial West and East, Southgate|
|81||Downtown, Strathcona, Davies Industrial West, Mill Woods|
|83||Downtown, Bonnie Doon, Southeast Industrial|
|84||Ottewell, Eastgate Business Park, Davies Industrial East and West|
|85||Cloverdale, Ottewell, Eastgate Business Park, King's University, Bonnie Doon, Forest Heights,Downtown|
|96||King Edward Park, Avonmore, Girard Industrial, Davies Industrial West & East, Mcintyre Industrial|
|103||Dechene, Cameron Heights|
|104||West Jasper Place south of Whitemud Drive|
|109||Aldergrove, Belmead, Laperle, Terra Losa|
|128||University, Westmount, Sherbrooke, Athlone, Wellington, Calder, Kensington, Lauderdale, Rosslyn, Lorelei, Baturyn, Beaumaris, Dunluce|
|136||Lewis Farms, The Grange|
|140||Chinatown, Lago Lindo, Klarvatten, Eaux Claires|
|141||Abbottsfield, Highland, Newton, Montarose|
|145||Lago Lindo, Klarvatten, Eaux Claires|
|151||Oxford, Carlton, Cumberland, Athlone, Calder, Lauderdale|
|152||Belvedere, Delwood, Glengarry|
|153||Belveder, Delwood, Glengarry, Killarney, Balwin|
|157||Remand Centre, Young Offender Centre|
|161||Caernarvon, Carlisle, Rosslyn|
|162||Dunluce, Caernarvon, Lorelei|
|180||Belvedere, York, Ozerna, Mayliewan, Belle Rive|
|181||Ebbers, Miller, Mcleod, Hollick Kenyon, Matt Berry|
|183||Hermitage, Kernohan, Belmont, Sifton Park|
|194||Belle Rive, Mayliewan, Schonsee|
|302||Alberta Hospital, Evergreen|
|310||Quesnell Heights, Rio Terrace, Meadowlark Park, West Meadowlark Park|
|317||Westview Village, Place LaRue West|
|321||Strathcona Industrial Park|
|330||Ramsey Heights, Rhatigan Ridge, Henderson Estates|
|336||Ramsey Heights, Bulyea Heights, Falconer Heights, Terwillegar Towne|
|337||Magrath, MacTaggart, South Terwillegar, Terwillegar Towne|
|338||Blackburne, Century Park, Leger, Rhatigan Ridge, Ramsey Heights, Brookside|
|340||Mill Woods, Tawa, Strathcona Industrial Park|
|361||Tawa, Weinlos, Bisset, Minchau, Hillview, Greenview, Lee Ridge, Michaels Park, Tweddle Place|
|363||Kameyosek, Meyonohk, Satoo, Menisa, Sakaw, Meyokumin, Crawford Plains, Daly Grove, Weinlos|
ETS makes service changes throughout the year based on ridership demands and changing travel patterns. These service changes are likely to stay until there is a significant change in ridership patterns.
Any route can have service added or reduced depending on what is needed and if it meets the standards outlined by council and city policy.
Yes. Where possible, ETS does its best to work with vulnerable customers including those with mobility impairments. We also consider the availability of alternate service prior to cancelling service on a route.
Route 103 was one of the routes selected for reallocation. Evening and weekend service on Route 103 has shown low ridership for several years. As a result, evening and weekend service on Route 103 will be cancelled and the last day of service is Saturday July 1. We understand this is an inconvenience for existing customers, but the City is unable to provide service to areas with exceptionally low ridership as outlined in the City Transit Service Standards.
Route 163 was one of the routes selected for reallocation. Evening and weekend service on Route 163 has shown low ridership for several years. As a result, evening and weekend service on Route 163 will be cancelled and the last day of service is Saturday July 1. We understand this is an inconvenience for existing customers, but the City is unable to provide service to areas with exceptionally low ridership as outlined in the City Transit Service Standards.
The express extensions between Mill Woods and Downtown on Routes 60, 62, 63, 64, 65, 66, 68, 69, and 83 were selected for reallocation. City Policy requires that express trips carry at least 30 passengers when arriving at the local transit centre. Trips not meeting the standard will be cancelled and the last day of service is Friday June 30. Operating hours saved by this change will be reallocated to provide new trips on the Route 15 to increase service frequency and reduce overcrowding. While we understand that this change will require many customers to make an additional transfer, consolidating low ridership express extensions into the Route 15 will allow ETS to continue providing express service between Downtown and Mill Woods at a reduced cost.
Edmonton Transit Service (ETS) recognizes that Route 331 warrants service during the weekday midday, early evening and weekend midday. Unfortunately there is no funding available for additional new service in the 2016-2018 Transit Operating Budget. Additional service to Chappelle will be considered as additional resources become available.
There is currently no funding for service to Edgemont in the 2016-2018 Transit Operating Budget for new service to new areas. However, there is a slight possibility that service could be provided if the developer helps with initial funding of the service through a developer funded service agreement.
Extra trips have been recently been added to address overloads during peak hours. Off peak service is currently unfunded and would need to go through the city council budget approval process.
Peak service times are from 6am to 9am and 3pm to 6pm.
To make your transit better, ETS adjusts bus routes five times a year typically around September, December, February, April and June. These changes are made to accommodate shifts in ridership demand, customer feedback and road construction activity.
ETS participates in a "Limited Idling Program" between May 1 - Sept 30. Drivers turn off the bus engine during daylight hours when the layover period is three minutes or more, the outside air temperature is 10 degrees Celsius or more, and the bus filter is not in a regeneration cycle. Once the temperature lowers, for short layovers, and while the particulate filter is active, ETS continues to run the engines to ensure passenger comfort and promptness.
Service provided by ETS is based on the ridership demand and available funding. Those routes exceeding high ridership standards as per City Transit Service Standards are considered for additional service subject to funding availability. High ridership standards include trips with more than 50 boarding per hour (60 boarding per hour during peak periods), consecutive trips carrying more than 50 passengers, or individual trips carrying more than 55 passengers.
No additional funding was allocated for service to new neighbourhoods in the 2016 - 2018 Operating Budget. As such, it is unlikely that any new service will be implemented until 2019 or later.
In order for bus service to be warranted to a new area, the following conditions must be met:
- A minimum of 500 residents in the new area
- A sufficient collector roadway network to allow for the bus to travel through the neighbourhood
- Sufficient funding availability in the ETS Operating Budget
A School Special is considered when the regular bus service becomes overloaded by a large number of students traveling to nearby schools. ETS does not have the resources to provide a school special to every school. Many students make transfers, even when traveling to their designated school.
The level of service provided by Edmonton Transit takes into consideration the number of passengers traveling on a bus route or in a corridor. Travel demand is generally lower during the summer and on holidays. As result, the same level of service is not required during all days of the year. Reducing levels of service when fewer people are traveling allows for more service to be available during the busiest travel time periods. Several seasonal service reductions occur late April and late June when regular classes at post-secondary institutions and schools are no longer in session. These service reductions are restored in September when regular classes are back in session.
No additional funding was allocated for service to new neighbourhoods in the 2016 - 2018 Operating Budget. As such, it is unlikely that any new offpeak service will be implemented until 2019 or later.
In order for offpeak bus service to be warranted to a new or growing area, the following conditions must be met:
- A minimum of 1500 residents in the new area
- Existing peak service must meet minimum ridership standards (30 passenger boardings per hour)
- Sufficient funding availability in the ETS Operating Budget
Buses are designed to serve a large number of passengers, especially during peak hours. As a result, Edmonton Transit is not able to guarantee every passenger a seat for the entire duration of their trip. Edmonton Transit designs service for an average of 50 passengers per bus over the peak hour. A regular bus with 50 passengers will have about 15 standing passengers. Edmonton Transit has a limited number of articulated buses. These buses are already allocated to serve Routes 15 and 100 during high travel demand periods.
A future stop is a placeholder for future transit service. It does not guarantee service, but is an indication that future service is intended to operate along that road.
Most often, "Not in Service" buses are travelling to a new location to begin service as a new route. ETS has firm start-times for routes in order to meet customer needs. "Not in Service" buses are unable to pick up passengers at every bus stop, because these buses travel across the city with different routes day to day.
Ahead of the stop, a vehicle can be parked pretty much flush with the stop, as long as the vehicle doesn't extend beyond the beginning of the bus stop.
Behind the stop varies depending on how the stop is placed and how a bus approaches it. The bus must be able to pull into the stop with both front and rear doors close enough to the curb to allow for safe exit from the bus. This area behind the bus stop is known as a Transit Zone. Transit zone lengths extend from the right angle curb line tangent of intersecting roadway.
They are as follows:
- 22 m when a bus enters a bus stop straight on.
- 30 m when a bus enters a bus stop after a right turn.
- 35 m when a bus enters a bus stop after a left turn.
- 45 m when a bus enters a bus stop in the middle of the block. This allows the bus to safely clear vehicles parked behind the transit zone portion of the bus stop and to be able to stop with front and back bus doors flush against the curb.
When the bus stop is placed 35 meters after an intersection, the entire length of roadway between the intersection and the bus stop sign is the bus stop/transit zone.
Bus stops can also be extended by double arrow bus stop signage. This is typically seen in areas such as downtown, where many buses must access the same stop. This extension is normally ended with a "Bus Stop Limit sign, which identifies the end of the stop.
If you would like to know about a specific stop, contact ETS with the bus stop number you would like to know more about.
The reason buses “bunch up" has to do with traffic and the nature of buses stopping to board and disembark passengers. If the first bus is stopping at every stop to board passengers, the next bus, scheduled 5 minutes later, will likely be stopping less for passengers and will catch up to the first bus. This creates the situation where several buses will arrive at one time, then there is a gap before the next bus comes. "Bunching" of buses is the result of providing frequent service down a busy transit corridor in a major city.
Operators will straddle both lanes on the Highlevel bridge and the hill on the south side of the bridge for clearance reasons due to the width of the traffic lanes on the bridge. If the bus returns into the lane nearest the curb before reaching the last bend in the road at the top of the hill, the front left corner of the bumper will enter into the left side or center lane of the roadway. This will put the bumper in far enough to make contact with a vehicle that in this lane, if it were beside the bus. To prevent this, operators are trained to maintain both lanes until passing the last bend in the roadway at the top of the hill.
Edmonton Transit operates on a time-transfer network where bus schedules are designed for routes to meet at major transfer locations (like transit centres) which allow for passengers to make their connection to other buses to complete their trip. Several routes may share a common corridor on a portion of the route, but often split to serve different neighbourhoods. Buses are scheduled to meet at either 15, 30 or 60 minute intervals depending on the ridership level of the particular route. This system often results in buses travelling down major corridors in close proximity to each other as they are heading to a particular transfer point at the same time.
Route times are determined based on connections at the transit centre to serve the maximum number of customers and the time it takes a bus to travel the route. If a route is shifted, even by five minutes, the result will be missed connections throughout the day.
I-lights (also known as bus advance lights) are often used where buses need to make a left turn from a collector road onto a busy arterial road where there would normally be a long delay waiting for a green light or where there is no traffic signal present at all.
I-lights are also used for queue jumps. Intersections can be set up with a special transit phase which allows buses to jump ahead of traffic from an auxiliary lane a few seconds before other traffic receives a green light. Queue jumps are used at locations where bus stops are located outside of travel lanes in right turn bays or other places where buses would otherwise have trouble merging into traffic after making a stop at a bus stop.
Reasons that more I-lights are not used in Edmonton include:
- The signals are presently very expensive, often costing more than a hundred thousand dollars
- The signals disrupt or reduce traffic flow for other vehicles and can cause new congestion
- Decisions on where to strategically place priority signals is done in concert with Transportation Operations Branch to ensure these enhancements are warranted on a case by case basis and are harmonized with the traffic signal network
ETS works hard to ensure buses and the LRT run according to schedule. Please keep in mind, similar to other forms of transportation, buses and LRT are affected by traffic issues, adverse weather conditions and/or construction. There may be delays.
If you are continuously experiencing difficulties with a particular bus, please use the and report the specific bus route number, time and location. The issue will be forwarded to the appropriate ETS department to look into.
Operators are allowed to make purchase stops and take washroom breaks, provided their absence from the bus does not disrupt the schedule.
Since buses could be on the road up to 8 hours at a time, the exterior and interior are cleaned daily every time the vehicle returns to the bus garage. This also ensures ETS collects any lost items that are left on Edmonton Transit property and turned in to the Lost and Found office the next working day.
ETS programs each route into the software system and creates a "line trace" (much like you would see on Google maps). When the bus travels along a route, it follows a 'line trace', which is the path the route takes along its regular stops. Using the line trace, ETS is able to program the bus to properly announce stops at the appropriate locations. However, when the bus goes on a detour or is forced to take a different routing it can no longer follow that particular line trace. As such, announcements are not played during this section of travel.
Once the bus comes back on route after a detour has ended and the bus return to regular routing and back on its line trace, the announcements will also begin to play, as the bus is once again able to match up the location it is currently at with the announcement that should play at that particular location.
The LRT has two car types. The heating systems on both car types are automatic and not operator adjustable. The older cars have no air conditioning function and can only heat the car or ventilate the interior if it is too warm. The target for these cars is approximately 18 degrees Celsius. The newer cars have fully functioning HVAC systems that can range from full air conditioning to full heat. They are computer controlled and vary depending on inside and outside air temperatures.
The heating system is checked on each inspection and any issues are repaired before the car is returned to service. The interior temperature is also dependent on amount of people entering/exiting the vehicle, outside air temperature, windows opened or closed by customers, how many doors opened on the car at the last station. It has been found that the center of the older cars and the main seating area on the newer cars are the warmest areas to travel.
Transit Centers/LRT Stations, Bus Shelters and Benches, Escalators & Elevators
It is not possible to install a shelter at every stop. All stops are prioritized for shelter installation based on site conditions and usage. As shelters become available, they are assigned to the highest priority stops first.
The escalators are very heavily used along the transit system. Some LRT stations have approximately 30,000 passengers moving through the station on a typical weekday. During the winter months, snow and ice are tracked through the station and onto the escalators which can lead to additional mechanical maintenance and failure.
ETS works closely with our contractor to repair the escalators and get them back up and running as soon as possible. Similar to other mechanical equipment, escalators and elevators naturally depreciate over time and require regular maintenance and repairs.
For more information, visit Elevator and Escalator Outages/Maintenance for real-time outages and maintenance schedule.
The heaters inside transit centres are radiant heaters: this means they are designed to warm any objects in the path of the heat being radiated. All heaters are automatically activated by temperature sensors. The heaters do not come on until the temperature inside the transit centre drops below -5 degrees.
Some station heaters are switched on in groups. As the temperature drops, more and more heaters come on. Stations may also have motion sensors to activate the heaters when people are present. In these circumstances, the heater will start when a person walks into the station.
ETS works hard to balance public comfort with environmental stewardship. Adding additional heaters depends on funding and resources in the ETS Operating Budget. ETS recommends all patrons dress according to the weather.