CENTRAL OREGON REGIONAL TRANSIT MASTER PLAN

Transcription

1 Central Oregon Regional Transit Master Plan Volume II: Surveys and Market Research CENTRAL OREGON REGIONAL TRANSIT MASTER PLAN Volume IV: Service Plan Appendices A-B July 213 Nelson\Nygaard Consulting Associates Inc. i

2 Table of Contents Page APPENDIX A Transit Demand Estimates Methodology... A-1 APPENDIX B Service Planning Data...B-1 Overall Performance Data... B-1 Community Connector... B-2 Local Public Bus (General Public Dial-A-Ride)... B-14 Table of Figures Page Figure A-1 Data Sources... A-2 Figure A-2 Explanation of Adjustment Factors and Rating Methodology... A- Figure A-3 Local Adjustments... A-6 Figure A-4 Supporting Data for Local Adjustments and Projected 23 Baseline Ridership... A-6 Figure A- Regional Adjustments... A-7 Figure A-6 Supporting Quantitative Data for Regional Adjustments and Projected 23 Baseline Linked Transit Trips... A-8 Figure B-1 Regional Ridership Data, October B-1 Figure B-2 Regional Ridership Data, Average, October-March B-2 Figure B-3 Regional Vehicle Capacity... B-2 Figure B-4 Daily Boardings by Community Connector Route, October B-4 Figure B- Daily Boardings by Community Connector Route, January B-4 Figure B-6 Daily Boardings by Trip, Route 24 -, October B- Figure B-7 Daily Boardings by Trip, Route 24 -, January B- Figure B-8 Daily Boardings by Trip, Route 26 -, October B-6 Figure B-9 Daily Boardings by Trip, Route 26 -, January B-6 Figure B-1 Daily Boardings by Stop, Route 26 -, October 212 (AM)... B-7 Figure B-11 Daily Boardings by Stop, Route 26 -, January 213 (AM)... B-7 Figure B-12 Daily Boardings by Stop, Route 26 -, October 212 (PM)... B-8 Figure B-13 Daily Boardings by Stop, Route 26 -, January 213 (PM)... B-8 Figure B-14 Daily Boardings by Trip, Route 3 -La Pine, October B-9 Figure B-1 Daily Boardings by Trip, Route 3 -La Pine, January B-9 Figure B-16 Daily Boardings by Trip, Route 22 -Madras, October B-1 Figure B-17 Daily Boardings by Trip, Route 22 -Madras, January B-1 Figure B-18 Daily Boardings by Stop, Route 22 -Madras, October B-11 Figure B-19 Daily Boardings by Stop, Route 22 -Madras, January B-11 Figure B-2 Daily Boardings by Trip, Route 28 -Sisters, October B-12 Figure B-21 Daily Boardings by Trip, Route 28 -Sisters, January B-12 Figure B-22 Daily Boardings by Stop, Route 28 -Sisters, October B-13 Figure B-23 Daily Boardings by Stop, Route 28 -Sisters, January B-13 Figure B-24 Local Public Bus Vehicles by Time, Daily Average 11/ - 11/9/ B-14 Nelson\Nygaard Consulting Associates Inc. i

3 Figure B-2 Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Table)... B-1 Figure B-26 Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Chart)... B-1 Figure B-27 La Pine Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Table)... B-16 Figure B-28 La Pine Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Chart)... B-16 Figure B-29 Madras-Culver-Metolius Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Table)... B-17 Figure B-3 Madras-Culver-Metolius Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Chart)... B-17 Figure B-31 Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Table)... B-18 Figure B-32 Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Chart)... B-18 Figure B-33 Sisters Local Public Bus Rides by Time, 11/6/212 (Table)... B-19 Figure B-34 Sisters Local Public Bus Rides by Time, 11/6/212 (Chart)... B-19 Figure B-3 Terrebonne Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Table)... B-2 Figure B-36 Terrebonne Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Chart)... B-2 Nelson\Nygaard Consulting Associates Inc. ii

4 APPENDIX A TRANSIT DEMAND ESTIMATES METHODOLOGY This appendix describes the approach taken to assess future transit market potential for both local intra-community trips and regional inter-city trips. The purpose of this assessment was to identify those transit markets in the CET service area that have strong potential for future service enhancements. Based on the results of the assessment, potential service types were identified that are appropriate for serving intra-community and inter-community trips in these transit markets and service concepts were developed. Methodology Demand/Ridership Estimation Approach The project team used the following approach 1 to develop estimates of future transit demand in and between the communities in the CET service area: The regional travel demand model provided the number of daily trips within and between cities in both current and future years. The 23 base year for the model was adjusted to the current year (212), assuming constant annual growth. Other sources were be used to validate/supplement the model, e.g., work trips (U.S. Census LEHD). Existing ridership data (212) was used to determine the existing transit mode split (the travel demand model does not address transit). Market potential was evaluated qualitatively based on a series of adjustment factors (see below). The existing mode split was adjusted and used to estimate future (23) transit market potential. Total Trips (Travel Demand Model) Actual Transit Mode Split Assess Market Potential Adjust Mode Split Potential Transit Trips (including latent demand) Transit Trips (CET Ridership Data) Assign Low, Medium, or High rating 1 In the initial version of this memo, a population segmentation method was planned for the intra-community demand estimates, anticipating that travel demand model data would not be available for intra-community trips. This method utilizes population data from the U.S. Census, broken out by age, and per-capita transit trip rates from the National Household Travel Survey (NHTS). These broad average trip rates would then need to be adjusted for local conditions. However, regional travel demand model data was available for all local communities and this alternative method was not required. COIC - Nelson\Nygaard Consulting Associates Inc. A-1

5 Data Inputs Figure A-1 summarizes the key data inputs and identifies whether they were used to estimate local and/or regional transit demand. Figure A-1 Data Sources Data Source Local Regional Travel demand model, current (23) and future (23) years, by trip purpose X X Work-based travel flows, LEHD, 21 X X Existing transit ridership (Community Connector and Local Public Bus), CET, 212 X X Community preferences survey (conducted region-wide) in 212 X X On-board passenger surveys (Community Connector and Local Public Bus) trip purpose, origin-destination, transfer patterns, etc.) Population, 21 Census, by age X X X Mode Split Adjustments When people choose to use transit they must weigh a number of complex and inter-related factors before deciding it is the right mode for them. For example, people must consider the cost, time, and convenience of all of their travel options before making a decision. While people are adept at making these complex decisions, and can do so with relative ease, it is much more difficult to predict future transit travel behavior based solely on model data. Still, model data is the best place to start and provides planners with a basis from which to estimate how many of those trips could potentially be made on transit. To help refine the demand estimation process, a number of adjustment factors (first column of Figure A-2) were used to make an assessment of the future market potential for transit. Each factor was assessed on a Low-Medium-High rating scale, based on data and/or local knowledge, and each local community or regional travel corridor was assessed as having either a Low, Medium or High potential for future transit enhancements. A rating of Low does not necessarily mean that transit demand is low, but rather that the potential for enhancements over what is currently being provided is low. Figure A-2 identifies the data source for each adjustment factor and describes how these factors were evaluated within each community and for each regional connection (origin-destination pair). The project team developed an initial assessment, requested that TAC members provide input and/or modify/refine the initial assessment based on their knowledge and understanding of each community and the region, and revised the assessment based on feedback received. Figure A-3 provides an assessment table for local communities; Figure A-4 provides supporting quantitative data for intra-community travel that can be used as reference for the adjustments in Figure A-3. Figure A- provides an assessment table for regional connections; Figure A-6 provides supporting quantitative data for inter-community travel that can be used as reference for the adjustments in Figure A- COIC - Nelson\Nygaard Consulting Associates Inc. A-2

6 212 Estimated Transit Mode Split and 23 Baseline Transit Ridership Figure A-4 (intra-community) and Figure A-6 (inter-community) include the following estimates. Existing (212) ridership and mode split 2. For inter-community trips, it should be emphasized that transit ridership represents linked trips, i.e., a trip from to is counted as a single linked trip, but represents two unlinked trips one on the and one on the Community Connector routes. 3 For each transit market (origin-destination for the linked transit trip), the 212 mode split was calculated as 212 linked transit trips divided by the 212 number of total trips, from the travel demand model. 4 The Existing Conditions Volume and Appendix B of this volume provide additional background on existing use of the Community Connector service, including unlinked trips, productivity, and existing vehicle capacity. Unadjusted baseline 23 transit ridership estimate. This represents projected 23 travel demand assuming the estimated 212 mode split. It does not reflect response to potential service changes, which could help attract unmet demand. Although this estimate is a useful data point, it reflects a degree of uncertainty in existing linked transit trips and total trips, as described in footnotes. Its primary use is for comparing ridership estimates for specific service enhancements to the baseline level (no enhancements) in each transit market, i.e., on a relative rather than absolute basis. 2 Mode split is the share of all trips for a particular travel mode. It is differentiated from mode share, which typically describes use of a particular mode for work trips, such as in the American Community Survey. The transit mode split is typically lower than the transit mode share. 3 The number of linked trips was estimated based on the on-board survey conducted on Community Connector routes, which provided a sample of passenger origin-destination patterns over an approximately week-long period. A more comprehensive survey that captures origin-destination patterns of all Community Connector riders on a given day would allow a more accurate estimate of linked trips to be developed. 4 The number of total trips in 212 was a straight-line estimate assuming a constant rate of growth between 23 and 23 (the base and future years for the model). Due to the economic downturn, this likely overstates actual 212 travel demand (particularly for work trips), and therefore results in a lower mode split. COIC - Nelson\Nygaard Consulting Associates Inc. A-3

7 Summary In summary, for each community or travel corridor, the travel demand model and existing ridership data were used identify the number of overall trips, projected growth in overall travel demand, the number of transit trips, the existing transit mode split (transit s share of each travel market). Based on this data, an assessment of individual transit market factors and overall transit market potential was developed. The overall assessment of future market potential was primarily used to:. Identify the transit markets with the greatest future potential. Identify potential future service types for each community or travel corridor. Serve as the basis for developing local and regional service options. COIC - Nelson\Nygaard Consulting Associates Inc. A-4

8 Figure A-2 Explanation of Adjustment Factors and Rating Methodology Regional Transit Master Plan Volume IV Service Plan Method for Adjustments - Relative Rating Scale Adjustment Factor Data Source Local Community Regional (O-D Pair) Explanation of Low-Medium-High Rating Scale Existing Transit Ridership (Regional) or Utilization (Local) Growth in Travel Demand (212-23) Worker flows Presence of major regional activity centers and non-work generators Travel distance and/or congestion (monetary cost and time constraints) Parking constraints, e.g., availability, time limits, monetary cost, etc. Local transit connections Community support Overall assessment of future market potential CET ridership data and 21 Census Travel demand model U.S. Census Bureau Longitudinal Employer- Household Dynamics (LEHD) commute patterns data and/or local knowledge Activity centers map and local knowledge Local knowledge and/or travel demand model Local knowledge Existing transit service Local knowledge and community preferences survey data Quantitative - relative ranking of intra-community transit ridership Quantitative - relative ranking of intra-community travel demand growth Quantitative - relative ranking of intra-community work flows Can be adjusted qualitatively based on future expectations for 23 Qualitative assessment for each community Qualitative assessment for each community Qualitative assessment for each community may include future (23) expectations Qualitative assessment for each community may include future (23) expectations Qualitative assessment for each community - Qualitative assessment for each community Quantitative - relative ranking of inter-community transit ridership Quantitative - relative ranking of inter-community travel demand growth Quantitative - relative ranking of inter-community work flows Can be adjusted qualitatively based on adjustments to the local community rating Assigned based on the local rating for the destination community Qualitative assessment for each O-D pair Assigned based on the local rating for the destination community Assigned based on the local rating for the destination community Assigned based on the local rating for the destination community Qualitative assessment for each O-D pair A high rating indicates the presence of existing transit demand. For local communities this is considered relative to population. A high rating is related to the projected rate of future travel growth in a local or inter-community travel market. It also requires the presence of a minimum level of overall travel demand. A high rating indicates the presence of a large number of workers (i.e., potential transit riders) in a local or regional travel market. A high rating indicates that a local community has activity centers that would attract non-work trips, such as medical facilities, community college, social service agency, etc. A high rating implies long travel distances and therefore a higher cost of driving (e.g., cost of gas). It is assumed based on the travel demand model that no significant congestion constraints will develop on intercity travel corridors. A moderate rating indicates that parking constraints are present today (e.g., time limited parking in downtown or constrained availability at COCCC), or are expected to develop by 23. High parking constraints are not anticipated in any community by 23. A high rating is related to the quality and availability of transit service, e.g., fixed-route service six days per week in vs. local Dial-A-Ride only one day per week in Sisters. A high rating reflects perceived community support for service within a community or on a particular connection. A high rating indicates strong overall potential for future growth in a local or regional travel market. COIC - Nelson\Nygaard Consulting Associates Inc. A-

9 Figure A-3 Local Adjustments Regional Transit Master Plan Volume IV Service Plan Adjustment Factors for Transit Mode Share (Current and/or Future Conditions) Relative to Region Communities Transit Utilization Growth in Travel Demand (212-3) Work Flows Activity Centers & Non-Work Generators Travel Time and Cost Parking Constraints Local Transit Connections Community Support Future Market Potential Rating Method / Data Source Quantitative (CET) J-L Quantitative (Travel Model) F Quantitative (Model/LEHD) H-I Qualitative Qualitative Qualitative Qualitative Qualitative Qualitative Assessment H H H H L M H M High M H M M L L M H High L M M L L L M M Medium Madras L L M L L L M M Medium Culver/Metolius L N/A L L L L L M Low Sisters L H L L L L L M Low La Pine M M L L L L M M Low Notes: Letters for quantitative data sources refer to columns in Figure A-4. Figure A-4 Supporting Data for Local Adjustments and Projected 23 Baseline Ridership A B C D E F G H I J K L M Census Travel Demand Model - All Trips HBW Trips Work Trips Transit Trips Population Baseline Model Average Model LEHD Live & Daily Trips Density Model Model CET Daily Transit Projected Population Intermediate Total Change Annual % Intermediate Work in per 1 (Per Sq. Base Year Future Year Ridership Mode Split Daily Transit Estimate Change Estimate Community People Mi.) Ridership Communities / ,639 2,34 196,14 227, , % 1.8% 38,341 33,92 1, % 2,177 26,21 1,61 44,218 7, , % 7.9% 1,26 4, % 42 9, ,832 31,847, %.1% 6,1 2, % 17 Madras 6,46 1,24 3,132 38,646 4, % 3.1% 7,2 1, % Culver/Metolius 2,67 1,767 N/A N/A N/A N/A N/A N/A N/A 21 Sisters 2,38 1,9 3,11,363 9, % 8.1% % 3 La Pine 1, ,772 2,4 3, % 4.6% % 8 OVERALL (excl. ) 47,272-11, 13,843 23,2 1.9%.8% 24,32 8, % 696 OVERALL (with ) 123, ,69 381,66 4, % 3.1% 62,661 42,367 2, % 2,873 Notes: (A/B) For city. CET local service area may extend beyond city limits, e.g., La Pine. (D) Extrapolated based on average growth rate. (H) Limited to Home-Based Work (HBW) trips, extrapolated to 21 based on the change in LEHD primary jobs between (I) Represents twice the number of LEHD primary jobs in 21 (for comparison to model data, which represents one-way trips). (M) Assumes 212 mode split in 23. COIC - Nelson\Nygaard Consulting Associates Inc. A-6

10 Figure A- Regional Adjustments From To Existing Transit Ridership Adjustment Factors for Transit Mode Share (Current and/or Future Conditions) Growth in Travel Demand (212-3) Work Flows Activity Centers & Non-Work Generators Travel Time and Cost Parking Constraints Local Community Transit Support Connections Future Market Potential Rating Method Quantitative Quantitative Quantitative Qualitative Qualitative Qualitative Qualitative Qualitative Qualitative /Data Source (CET) H (Model) D (LEHD) G see local table - H M H H M M H H High M M M M M L M M High Madras Area M M M L M L M M Medium Sisters L H M L M L L L Low La Pine L - L M - - H M H M M L M M High see local table - M L H M M L M M High Madras Area M L M L H L M L Low Sisters L L M L M L L L Medium La Pine M H M L M L M L Medium M M M M M L M M High M L H H M M H M High see local table - Madras Area - M L L M L M - Low Sisters L - - L H L L L - La Pine L H L M - - Madras Area M M M M M L M M Medium M L M H H M H M Low - M L M M L M - Low Madras Area see local table Medium Sisters L - - L H L L L - La Pine L H L M - - Warm Springs L N/A M M M L L? Medium Sisters L H L M M L M M Low L L M H M M H M Low L L L M H L M L - Madras Area L L L L H L M L - Sisters see local table - La Pine - M L L H L M - - La Pine - H L M H L M - - M H L H M M H H Medium - H L M H L M - - Madras Area - H L L H L M - - Sisters - M L L H L L - - La Pine see local table - COIC - Nelson\Nygaard Consulting Associates Inc. A-7

11 Figure A-6 Supporting Quantitative Data for Regional Adjustments and Projected 23 Baseline Linked Transit Trips A B C D E F G H I J Model Base Year Travel Demand Model - All Trips Intermediate Estimate Model Total Change Future Year Average Annual % Change HBW Trips Model Intermediate Estimate Work Trips LEHD Commute Flows CET Daily Ridership (Linked Trips) Transit Trips Transit Mode Split Baseline Projected Transit Ridership From To ,92 6,96 1, % 2.1% 2,111 2, % , % 2.2% % 27 Madras Area , % 2.% % 26 Sisters % 3.% % 6 La Pine % 3.2% 1 16.% - 4,92 6,96 1, % 2.1% 2,111 1, % % -.2% % 1 Madras Area %.1% % 13 Sisters % 1.9% % 1 La Pine % 2.7% % , % 2.2% % % -.2% % 1 Madras Area % 2.% % - Sisters % 1.3% % 2 La Pine 23.6% 3.2% 9.% - Madras Area , % 2.% % %.1% % % 2.% % - Madras Area Sisters % 1.4% % 1 La Pine 22.3% 3.4% 2.% - Warm Spring N/A N/A Sisters % 3.% % % 1.9% % % 1.3% % 3 Madras Area % 1.4% % 1 Sisters La Pine 16.4% 2.6% 2.% - La Pine % 3.2% 1 7.% % 2.7% % % 3.2% 3.% - Madras Area 22.3% 3.4% 1.% - Sisters 16.4% 2.6% 1.% - La Pine OVERALL 1,699 21,693 33, % 2.%,997 6, % 43 COIC - Nelson\Nygaard Consulting Associates Inc. A-8

12 APPENDIX B SERVICE PLANNING DATA This appendix provides CET performance data that was used in developing the service concepts for the RTMP. It supplements the Existing Conditions report (Volume 1) with more recent data (for October 212, following CET service changes; January 213; and October 212 March 213 averages) and/or data for individual trips. OVERALL PERFORMANCE DATA Figure B-1 Regional Ridership Data, October 212 Community Connector # Service Days Monthly Unlinked Trips Monthly Service Hours Daily Service Hours Productivity (24) 23 3, (26) 23 1, Madras (22) Sisters (28) La Pine (3) Madras Culver Metolius (21) Madras Warm Springs (2) Local Public Bus (DAR) 23 7,22 1, , Madras 23 1, Sisters La Pine 23 1, COIC - Nelson\Nygaard Consulting Associates Inc. B-1

13 Figure B-2 Regional Ridership Data, Average, October-March 213 Community Connector Service Hours per Day Miles/Ride Hours/Ride Rides/Hour (24) (26) Madras (22) Sisters (28) La Pine (3) Madras Culver Metolius (21) Madras Warm Springs (2) Local Public Bus (DAR) Madras Sisters La Pine COMMUNITY CONNECTOR Figure B-3 Regional Vehicle Capacity Regional Route (Route #) (24) (26) Madras (22) Sisters (28) La Pine (3) Representative Bus # Typical Vehicle Capacity 827 or ( WC) or 29 ( WC) 826/828 or ( WC) or 18 ( WC) Peak Riders by Trip Maximum % of Existing Capacity Utilized, October % 26 93% 831 / ( WC) 16 % ( WC) 8 42% 821 or ( WC) 17 61% COIC - Nelson\Nygaard Consulting Associates Inc. B-2

14 Interpreting Box Plot Graphics The charts below show data for individual Community Connector routes (summarized by route, by trip, or by stop) over two one month periods (October 212 and January 213). Each vertical bar represents the range of data over a month-long period: Top of vertical line = Maximum ridership Top of vertical box = 7 th percentile ridership Middle of vertical box = Median ridership Bottom of vertical box = 2 th percentile ridership Bottom of line = Minimum ridership Horizontal lines across some of the graphics represent the seated passenger capacity of typical vehicles used on the route (based on Figure B-3). The graphics were used to inform planning decisions about each route, particularly for the shortterm time frame. COIC - Nelson\Nygaard Consulting Associates Inc. B-3

15 Boardings Daily by Stop Boardings and Trip per Trip Boardings Daily by Stop Boardings and Trip per Trip Regional Transit Master Plan Volume IV Service Plan Summary by Route Figure B-4 Daily Boardings by Community Connector Route, October Madras- - La Pine- - Sisters- Figure B- Daily Boardings by Community Connector Route, January Madras- - La Pine- - Sisters- COIC - Nelson\Nygaard Consulting Associates Inc. B-4

16 Riders per Trip Riders per Trip Regional Transit Master Plan Volume IV Service Plan - Figure B-6 Daily Boardings by Trip, Route 24 -, October (6:2) (6:4) (7:22) (8:2) (8:37) (9:27) (1:2) (1:42) (13:22) (14:2) (14:37) (1:17) (16:2) (16:37) (17:22) (18:2) Figure B-7 Daily Boardings by Trip, Route 24 -, January (6:2) (6:4) (7:22) (8:2) (8:42) (9:27) (1:2) (1:42) (13:22) (14:2) (14:37) (1:17) (16:2) (16:37) (17:22) (18:2) COIC - Nelson\Nygaard Consulting Associates Inc. B-

17 Riders by Stop and Trip Riders by Stop and Trip Regional Transit Master Plan Volume IV Service Plan - Summarized Figure B-8 Daily Boardings by Trip, Route 26 -, October (6:2) Stryker (6:36) (7:22) Stryker (7:6) (8:37) Stryker (9:11) (14:42) Stryker (1:18) (16:2) Stryker (16:38) (17:22) Stryker (17:8) Figure B-9 Daily Boardings by Trip, Route 26 -, January (6:2) (Stryker) (6:36) (7:22) (Stryker) (7:6) (8:37) (Stryker) (9:11) (14:42) (Stryker) (1:18) (16:2) (Stryker) (16:38) (17:22) (Stryker) (17:8) Note: Bus returns to at end of day COIC - Nelson\Nygaard Consulting Associates Inc. B-6

18 Riders by Stop and Trip Riders by Stop and Trip Regional Transit Master Plan Volume IV Service Plan By Stop (AM) Figure B-1 Daily Boardings by Stop, Route 26 -, October 212 (AM) (6:2) Stryker (6:36) Park & Ride (6:) Powell Butte (7:1) (7:22) Stryker (7:6) Park & Ride (8:) Powell Butte (8:16) (8:37) Stryker (9:11) Park & Ride (9:2) Powell Butte (9:33) Figure B-11 3 Daily Boardings by Stop, Route 26 -, January 213 (AM) (6:2) (Stryker) (6:36) Park & Ride (6:) Powell Butte (7:1) (7:22) (Stryker) (7:6) Park & Ride (8:) Powell Butte (8:16) (8:37) (Stryker) (9:11) Park & Ride (9:2) Powell Butte (9:33) COIC - Nelson\Nygaard Consulting Associates Inc. B-7

19 Riders per Trip Riders per Trip Regional Transit Master Plan Volume IV Service Plan By Stop - PM Figure B-12 Daily Boardings by Stop, Route 26 -, October 212 (PM) (14:42) Powell Butte (14:) Stryker (1:18) Park & Ride (1:27) (16:2) Powell Butte (16:1) Stryker (16:38) Park & Ride (16:47) (17:22) Powell Butte (17:3) Stryker (17:8) Park & Ride (18:8) Figure B-13 3 Daily Boardings by Stop, Route 26 -, January 213 (PM) (14:42) Powell Butte (14:) (Stryker) (1:18) Park & Ride (1:27) (16:2) Powell Butte (16:1) (Stryker) (16:38) Park & Ride (16:47) (17:22) Powell Butte (17:3) (Stryker) (17:8) Park & Ride (18:8) COIC - Nelson\Nygaard Consulting Associates Inc. B-8

20 Riders per Trip Riders per Trip Regional Transit Master Plan Volume IV Service Plan -La Pine Figure B-14 Daily Boardings by Trip, Route 3 -La Pine, October LaPine (6:) (7:4) LaPine (8:2) (1:42) LaPine (16:27) (17:2) Figure B-1 Daily Boardings by Trip, Route 3 -La Pine, January LaPine (6:) DRW (8:23) (7:4) LaPine (8:2) DRW (8:3) (1:42) DRW (1:4) LaPine (16:27) (17:2) DRW (17:32) COIC - Nelson\Nygaard Consulting Associates Inc. B-9

21 Boardings by Stop and Trip Boardings by Stop and Trip Regional Transit Master Plan Volume IV Service Plan Madras Summarized Figure B-16 Daily Boardings by Trip, Route 22 -Madras, October Madras (6:37) (7:17) Madras (7:) (8:37) Madras (1:1) (16:2) Madras (16:42) (17:22) Madras (18:2) (18:42) Figure B-17 Daily Boardings by Trip, Route 22 -Madras, January Madras (6:37) (7:17) Madras (7:) (8:37) Madras (1:1) (16:2) Madras (16:42) (17:22) Madras (18:2) (18:42) COIC - Nelson\Nygaard Consulting Associates Inc. B-1

22 Boardings by Stop and Trip Boardings by Stop and Trip Regional Transit Master Plan Volume IV Service Plan By Trip Figure B-18 Daily Boardings by Stop, Route 22 -Madras, October Figure B-19 Daily Boardings by Stop, Route 22 -Madras, January COIC - Nelson\Nygaard Consulting Associates Inc. B-11

23 Boardings by Stop and Trip Boardings by Stop and Trip Regional Transit Master Plan Volume IV Service Plan Sisters By Trip Figure B-2 Daily Boardings by Trip, Route 28 -Sisters, October (6:2) Ray's Food (6:32) (7:22) Ray's Food (7:2) (14:37) Ray's Food (1:12) Figure B-21 Daily Boardings by Trip, Route 28 -Sisters, January (6:2) Ray's Food (6:32) (7:22) Ray's Food (7:2) (14:37) Ray's Food (1:12) COIC - Nelson\Nygaard Consulting Associates Inc. B-12

24 Boardings by Stop and Trip Boardings by Stop and Trip Regional Transit Master Plan Volume IV Service Plan By Stop Figure B-22 Daily Boardings by Stop, Route 28 -Sisters, October (6:2) Ray's Food (6:32) Park/Ride (6:42) (7:22) Ray's Food (7:2) Park/Ride (8:2) (14:37) Ray's Food (1:12) Park/Ride (1:22) Figure B-23 Daily Boardings by Stop, Route 28 -Sisters, January (6:2) Ray's Food (6:32) Park/Ride (6:42) (7:22) Ray's Food (7:2) Park/Ride (8:2) (14:37) Ray's Food (1:12) Park/Ride (1:22) COIC - Nelson\Nygaard Consulting Associates Inc. B-13

25 6: AM 7: AM 8: AM 9: AM 1: AM 11: AM 12: PM 1: PM 2: PM 3: PM 4: PM : PM 6: PM Regional Transit Master Plan Volume IV Service Plan LOCAL PUBLIC BUS (GENERAL PUBLIC DIAL-A-RIDE) The data presented in the section is based on analysis of local public bus origin-destination data for November -9, 212. Figure B-24 Local Public Bus Vehicles by Time, Daily Average 11/ - 11/9/ COIC - Nelson\Nygaard Consulting Associates Inc. B-14

26 Figure B-2 Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Table) Time Pickup Time Drop Off 6 AM AM AM AM AM AM PM PM PM PM PM PM PM Total Figure B-26 Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Chart) AM 7 AM 8 AM 9 AM 1 AM 11 AM 12 PM 1 PM 2 PM 3 PM 4 PM PM 6 PM Pickup Time Drop-Off Time N=214 COIC - Nelson\Nygaard Consulting Associates Inc. B-1

27 La Pine Figure B-27 La Pine Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Table) Time Pickup Time Drop-Off Time 6 AM AM AM AM AM AM PM PM PM PM PM PM PM Total Figure B-28 La Pine Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Chart) 8 La Pine AM 7 AM 8 AM 9 AM 1 AM 11 AM 12 PM 1 PM 2 PM 3 PM 4 PM PM 6 PM Pickup Time Drop-Off Time N=36 COIC - Nelson\Nygaard Consulting Associates Inc. B-16

28 Madras-Culver-Metolius Figure B-29 Madras-Culver-Metolius Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Table) Time Pickup Drop-Off Time Time 6 AM.6 7 AM AM AM AM AM PM PM PM PM PM PM PM Total Figure B-3 Madras-Culver-Metolius Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Chart) 14 Madras - Culver - Metolius AM 7 AM 8 AM 9 AM 1 AM 11 AM 12 PM 1 PM 2 PM 3 PM 4 PM PM 6 PM Pickup Time Drop-Off Time N= COIC - Nelson\Nygaard Consulting Associates Inc. B-17

29 Figure B-31 Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Table) Time Pickup Drop-Off Time Time 6 AM.2 7 AM.6 8 AM AM AM AM PM 8 1 PM PM PM PM PM PM Total Figure B-32 1 Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Chart) AM 7 AM 8 AM 9 AM 1 AM 11 AM 12 PM 1 PM 2 PM 3 PM 4 PM PM 6 PM Pickup Time Drop-Off Time N=2 COIC - Nelson\Nygaard Consulting Associates Inc. B-18

30 Sisters Figure B-33 Sisters Local Public Bus Rides by Time, 11/6/212 (Table) Time Pickup Time Drop-Off Time 6 AM 7 AM 8 AM 9 AM AM 11 AM 6 12 PM 6 1 PM 2 PM PM PM PM 6 PM Total Figure B-34 Sisters Local Public Bus Rides by Time, 11/6/212 (Chart) 7 Sisters AM 7 AM 8 AM 9 AM 1 AM 11 AM 12 PM 1 PM 2 PM 3 PM 4 PM PM 6 PM Pickup Time Drop-Off Time N = 17 COIC - Nelson\Nygaard Consulting Associates Inc. B-19

31 Terrebonne Figure B-3 Terrebonne Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Table) Time Pickup Drop-Off Time Time 6 AM 7 AM AM AM 1 AM 11 AM 12 PM 1 PM.6 2 PM PM PM.4 PM 6 PM Total Figure B-36 Terrebonne Local Public Bus Rides by Time, Daily Average 11/ - 11/9/212 (Chart) 4 Terrebonne AM 7 AM 8 AM 9 AM 1 AM 11 AM 12 PM 1 PM 2 PM 3 PM 4 PM PM 6 PM Pickup Time Drop-Off Time N=7 COIC - Nelson\Nygaard Consulting Associates Inc. B-2