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City of Waynesboro

TRANSIT FEASIBILITY STUDY

Prepared by:

Draft Date--June 2010

Transit Needs Identification Study

Table of Contents

Task 1. Transit Needs Assessment

Task 2. Transit Service Options

Listing of Figures and Tables

Task 1. Transit Needs Assessment

Figure 1: Historic and Projected Population of the City of Waynesboro

Figure 2: 2007 Population Density of Waynesboro and Peer Areas Offering Public Transit Services

Figure 3: City of Waynesboro 2000, 2008, 2013 Population Density

Figure 4: City of Waynesboro Household Vehicles by Household Drivers

Figure 5: City of Waynesboro Percentage of Population 65 and Older for 2000, 2008, 2013

Figure 6: City of Waynesboro Percentage of Minority Population by Race and Ethnicity for 2000, 2008, 2013

Figure 7: Median Household Income for the City of Waynesboro for 2000, 2008, 2013

Figure 8: Housing Units within the City of Waynesboro for 2000, 2008, 2013

Figure 9: City of Waynesboro Housing Unity Density for 2000, 2008, 2013

Figure 10: City of Waynesboro Percentage of Workers by Means of Transportation to Work

Figure 11: City of Waynesboro Percentage of Workers by Travel Time to Work

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Task 2. Transit Service Options

Figure 1: Typical Population Density Ranges for Family of Transit Service Options

Figure 2: Average Population Density of Waynesboro City and Peer Locations

Figure 3: Route 1 – Downtown Waynesboro Route

Figure 4: Route 2 – William Perry Elementary School

Figure 5: Route 3 – East Side Route

Figure 6: Route 4 – Kate Collins Middle School Route

Figure 7: Route 5 – Commercial Loop Route

Figure 8: Compilation of Proposed Transit Route Network

Table 2-1: System Characteristics, Bus and Demand Response Agencies, FY 2007

Table 2-2: System Performance Measures, Bus and Demand Response Agencies, FY 2007

Table 3-1: Range of Transit Service Types

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Scope of the Report

The Waynesboro City Transit Needs Identification Study is a necessary first step in identifying whether investments in transit options are needed at this time, or in the future, and if so, the types of systems and services which will best serve the City’s needs. Additionally, this study assesses transportation needs, projects future transportation needs and identifies gaps between housing concentrations and transportation service areas.

City of Waynesboro Transit Feasibility Study

Technical Memorandum #2 Goals and Objectives

June 2010 1

City of Waynesboro Transit Feasibility Study Task 2: Needs Assessment

The purpose of this technical memorandum was to review and assess the potential needs and opportunities for public transportation services in the City of Waynesboro. Tasks in this activity include developing information on socioeconomic, demographic, market data and land use characteristics.

1.0 Introduction The purpose of this technical memorandum is to review and assess the potential needs and opportunities for public transportation services in the City of Waynesboro. Potential transit riders are comprised of two markets: (a) those persons who have few or no other transportation options (also referred to as “transportation disadvantaged” population), and (b) those persons who have other transportation options available to them (e.g., private auto), but who may choose to take public transit because it is cheaper or more convenient than driving. The first transit market, transportation disadvantaged population, are those persons who because of physical or mental disability, income status, or age are unable to transport themselves and are dependent on others to obtain access to employment, health care, education, shopping, or social activities. In a smaller community like the City of Waynesboro, which has low levels of congestion and free parking provided by most employers and retail establishments, transportation disadvantaged persons are the primary users of

public transit services. As the community grows and trip times become longer and parking is less readily available (or more expensive), then public transit may become increasingly attractive to persons who currently drive. This Needs Assessment considered a wide range of demographic and land use measures in assessing the potential need for transit in the City study area. Several of these measures relate to conditions that may influence potential transit use by both the transportation disadvantaged and choice markets, such as total population, population density, and prevailing land use patterns. These factors reflect the experience of virtually every transit system in the U.S. – public transit is used more heavily in areas with larger populations and population densities. Several other measures were developed to determine the size and location of transportation disadvantaged persons in the City of Waynesboro. These measures included persons with disabilities, elderly, low-income, low auto ownership, and minorities. This Needs Assessment report begins with a brief description of the service area (Section 2.0), followed by a discussion of data sources and methods (Section 3.0). This is followed by a review of socio-economic characteristics of the population (Section 4.0), travel destinations in the study area (Section 5.0), and land use patterns (Section 6.0) that provide an



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understanding of potential transit use in the City of Waynesboro.

Feasibility Study Process



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2.0 Service Area

The service area for the City of Waynesboro Transit Needs Study includes all of city limits. The study area encompasses a 15.36 square mile area with a population of 21,656 (2007 American Community Survey). Physically, the study area is contained within the City limits and is a mixture of urban and rural.

3.0 Data Sources and Methods Methodology: Maps were created using demographic data downloaded from U.S. Census Bureau. Data was mapped at the smallest census boundary unit (block group) that data was available for. The Census Bureau does not release sample-based long form information by block. The block group is the smallest geographic unit for which Census 2000 data are made available. Data sources used to complete this Needs Assessment were provided by the U.S. Decennial Census 2000, Environmental Systems Research Institute (ESRI) Business Analyst Online, Census Transportation Planning Package (CTPP), American Community Survey, and the Central Shenandoah Planning District Commission (CSPDC). Projected data from years 2008 and 2013 were used to analyze future growth areas in the City. This data is based on projected

estimates modeled by ESRI. The data was arrayed into ranges then plotted with varying gradations of color representing increasing or decreasing densities of activity. 4.0 Socio-Economic Characteristics of the Population This analysis will generally provide a review of transit needs in the City of Waynesboro for those population segments that are potentially transit dependent. Potential transit dependent population are those segments of the population that, because of demographic characteristics such as, age, disability, income, or automotive availability, may potentially require transit services to meet mobility needs (as an alternative to the private automobile). These segments of the population are defined, using U.S. Census Bureau data, as elderly (persons 65 or over), mobility limited persons, persons living below the poverty level, and households with no autos. In order to conduct this analysis, it was necessary to extract data from the U.S. Census Bureau, using files SF1 and SF3, and summarize it at the block group level.

4.1. Total Population Between 1990 and 2005, the population of Waynesboro grew by 7.8% (from 18,549 to 20,015). Population projections indicate that the City’s population is expected to exceed 28,000 by 2030 (source: Regional Data Center, Central Shenandoah Planning District Commission). Past and projected population growth is shown in Figure 1 below.



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Figure 1: Historic and Projected Population of the City of Waynesboro Source: Regional Data Center, CSPDC 4.2 Population Density Population density is one variable that measures potential transit needs. Overall, the population density of the City is 1,301 persons per square mile. At this urban density, local fixed route transit may well be viable. Figure 2 compares current (year 2000) population densities for the City of Waynesboro compared to other similar-sized localities that provide local bus route service. The current population density of the City of Waynesboro is comparable to that of other similar-sized locations with transit systems.

Figure 2: 2000 Population Density of Waynesboro and Peer Areas Offering Public Transit Services Source: U.S. Census Bureau 2000, 2008, and 2013 population density data was gathered from the U.S. Census Bureau and ERSI for block groups within Waynesboro. Figure 3 shows the 2000, 2008, and 2013 population density in the City of Waynesboro. The areas with highest concentration of potentially transit dependent persons can be found in the downtown core of Waynesboro and just north of that core.

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Figure 3: 2000, 2008, 2013 Population Density Source: U.S. Census Bureau, ESRI



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4.3 Households with No Autos Concentrations of households with no autos are particularly important in identifying potential transit needs. Persons in these households must rely on alternate modes of transportation such as shared rides with others, taxis, and public transportation. Provision of public transportation services can greatly increase the mobility of persons in these households. Census Transportation Planning Package data was used to determine the percentage of households with no autos. Figure 4 shows the highest concentrations with no auto households can be found around the central portion of the City. 4.4 Elderly Population The elderly are also a potential market for public transit services since they often do not drive or do not have access to an automobile and, due to limitations sometimes resulting from the aging process, are no longer able and/or willing to drive. Elderly, as defined by the U.S. Census Bureau, is those persons 65 and over. In 2007, 18.2% of the City’s population was age 65 or older. This exceeds the Virginia State average of 11.8%. Figure 5 shows the distribution of elderly residents in the City. The distribution of elderly persons is mainly concentrated to the central and west portion of Waynesboro.

4.5 Minority Population Minority populations are sometimes dependent on transit to serve their mobility needs. According to the U.S. Census Bureau, Waynesboro’s population in 2007 was 18.6% minority. This minority population is mostly made up of African Americans – 11.1% of the population. A high concentration of minority persons can be found in block groups in south east corner of Waynesboro. ESRI data was used to project 2008 and 2013 minority populations and this south east corner of Waynesboro appears to display steady minority growth at least through 2013. Figure 6 shows the distribution of minority populations in the City.



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Figure 4: Household Vehicles by Household Drivers Source: 2000 Census Transportation Planning Package



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Figure 5: Percentage of Population 65 Years and Older Source: U.S. Census Bureau



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Figure 6: Percentage of Minority Population by Race and Ethnicity Source: U.S. Census Bureau



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4.6 Poverty Status and Household Income Poverty status and median household income are also important factors when determining transit feasibility. The number of persons living in poverty in Waynesboro (in 2007) was 15.3% of the population. The average median household income for the City of Waynesboro (in 2007) was $42,771, which is less than the average household income for the State of Virginia. Figure 7 shows the average median household income distribution throughout the City. 4.7 Housing Units and Housing Unit Density The housing unit density has been evaluated and illustrates the density of housing units in Waynesboro is located in the central block groups. Furthermore, based on the ESRI projections, housing unit density is expected to grow within those central block groups in 2008 and 2013. Figure 8 shows the distribution of Housing Units and Figure 9 shows the housing unit density for the City of Waynesboro for 2000, 2008 and 2013. 4.8 Percentage of Workers by Means of Transportation to Work An evaluation was completed to determine what mode of transportation was most common for work trips within Waynesboro. In every block group in the City, the

overwhelming majority of works drive alone to work either in a car, truck or van. The centrally located block groups in Waynesboro utilize public transit the most for work trips. Consistently throughout the City, carpooling was the second most common mode of transportation chosen. In fact, in two particular block groups, carpooling is almost half of the percentage of workers who drove alone to work. The presence of a Park-N-Ride lot in Waynesboro near the Interstate 64 interchange is a needed resource considering the percentages of drivers using carpooling as transportation mode. Figure 10 shows the percentage of workers by mode of transportation for 2000. 4.9 Percentage of Workers by Travel Time to Work The typical travel time to work was analyzed and mapped for the City of Waynesboro. Travel time to work is useful in areas where a travel demand model does not exist. It is typically used as a proxy to determine at a general level where a city’s population lives vs. their workplace location. In Waynesboro, the most common travel time to work is consistently 10-19 minutes in all block groups in the City. This suggests that most people either work in the City of Waynesboro or in areas just on the fringes of Waynesboro. In addition, consistently in all block groups, the five to nine minute travel time is the second highest category. This would also mostly likely suggest that a high percentage of workers both live and work in Waynesboro. In any given block group less than 10% of the workers have commuting times longer than 30 minutes. Figure 11 shows the percentage of workers by travel time to work for 2000.



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Figure 7: Median Household Income Source: U.S. Census Bureau and ESRI



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Figure 8: Housing Units within the City of Waynesboro Source: U.S. Census Bureau and ESRI



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Figure 9: Housing Unity Density Source: U.S. Census Bureau and ESRI



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Figure 10: Percentage of Workers by Means of Transportation to Work Source: U.S. Census Bureau and ESRI



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Figure 11: Percentage of Workers by Travel Time to Work Source: U.S. Census Bureau and ESRI



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5.0 Travel Destinations Another component of the transit planning process is to identify major trip destinations within the study area, including major employers, shopping centers, schools, and medical facilities. A discussion of each type of destination is provided below. 5.1 Major Employers All major employers in the Waynesboro area were identified and mapped. Table 1 summarizes the top ten employers in the City. Most of the larger employers are located inside Waynesboro or just beyond the city limits.

Table 1: 2008 Ten Largest Employers in Waynesboro

Employer Percentage of Total City Employment

Invista/DuPont 5.08% Waynesboro School Board 5.08% City of Waynesboro 2.54% Mundy Maintenance Service 2.54% Wal-Mart 2.54% Mohawk Esv Incorporated 2.54% Adecco 1.02% Augusta Lumber LLC 1.02% Chicopee Incorporated 1.02%

Source: Virginia Employment Commission, 2008

5.2 Shopping Major shopping destinations throughout the City were identified and located. Since different types of shopping call for different levels of transportation need, the destinations were broken up into three different categories:

• Major Shopping Centers: Target Shopping Center.

• Department Stores: Wal-Mart, Lowe’s and Home Depot, Peebles, Sharp Shopper.

• Supermarkets: Major food stores such as Food Lion,

Martins and Kroger. 5.3 Community Facilities Community facilities such as public schools, hospitals and clinics, and government buildings were mapped for the study area. Medical facilities are located in the City of Waynesboro. There are numerous doctors’ offices located within close proximity to Augusta Medical Center. Many residents travel from all parts of the region to take advantage of the medical facilities located within Waynesboro.



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6.0 Land Use Characteristics Existing and future land uses were also mapped for the City. 6.1 Existing Land Use A review of the existing land use map, Figure 12, shows high concentrations of residential uses spread throughout Waynesboro, with commercial uses clustered along the interchanges (particularly the U.S. Hwy 340, Rosser Avenue Exit from Interstate 64) and the U.S. 250 corridor. Industrial uses are clustered on the east and south east side of Waynesboro. Agricultural uses are found mostly on the fringes of the city limits. 6.2 Future Land Use A review of the future land use map, Figure 13, for Waynesboro displays several designated area for Mixed Use-type development. There are six total areas on the Future Land Use Map designated for Mixed Use mostly found on the southern side of Waynesboro closest to its two Interstate 64 interchanges. Residential uses are prevalent and spread throughout the City along with the added presence of several more park spaces. In addition to park spaces, there are several proposed greenways and bike routes planned for Waynesboro. Commercial uses will be concentrated along the U.S. Hwy 250 and Lew Dewitt Corridors and at the Interstate 64 interchanges. Industrial uses will be concentrated along the west side of the City.



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Figure 12: Waynesboro Existing Land Use Map Source: City of Waynesboro



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Figure 13: Waynesboro Future Land Use Map Source: City of Waynesboro



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7.0 Findings The Needs Assessment indicated that the City of Waynesboro has a population and population density comparable to other similar-sized areas with fixed route public transit service. Additionally, there is a significant transportation disadvantaged population in the City that would benefit from public transit. Following are some specific findings:

Overall, the population and population density of the City of Waynesboro are comparable to that of other similar-sized communities in Virginia that provide public transit services.

Despite the low overall population and population density, there are moderately dense areas in the central portions of Waynesboro that may be sufficient to support fixed route public transit.

The analysis of transportation disadvantaged populations indicated that there are sizable numbers of low-income, elderly, disabled, and minority persons within the City that would likely use a public transit system to access jobs, medical care, and shopping needs.

There are a number of large employers in the City of Waynesboro in the manufacturing, medical care, and educational fields. Many of these employers are located in the city limits, although some work sites (esp. schools) are dispersed throughout the City.

The City of Waynesboro is projected to continue to grow at a steady pace. As the population ages and the local manufacturing base grows, the need for public transit services will also increase.

These indicators show that while the population base is small, there is a sizable transportation disadvantaged population that would be potential users of a public transit system.


Technical Memorandum #3 Transit Service Options

June 2010 1

City of Waynesboro Transit Feasibility Study Task 3: Analysis of Transit Service Options

This chapter documents tasks that will build on the results of surveyed community goals and objectives and the desired role of transit in Chapter 1. In addition, this chapter will identify mobility challenges, factors that influence transit success, peer transit agencies, potential transit services and an analysis of transit options. 3.0 MOBILITY CHALLENGES FOR AN URBANIZING CITY The City of Waynesboro is rapidly changing to an urbanized city. Between 1990 and 2005, the population of Waynesboro grew by 7.8% (from 18,549 to 20,015). Population projections indicate that the City’s population is expected to exceed 28,000 by 2030 (source: Regional Data Center, Central Shenandoah Planning District Commission). Most of its residents work in the local industries within the City. Public transit services have traditionally been designed to serve densely developed areas that allow for large numbers of people to travel along established routes following set schedules. These services – like those now operated in larger metropolitan areas – have worked well in heavily populated areas with strongly focused travel patterns, such as commuting to downtowns or other major activity centers.

Many growing communities find that the highway system alone does not meet all of the needs of their residents and workers. Those market segments that are unable to use a car (e.g., elderly, low income, disabled persons) are often left without any viable mobility choices if a public transportation system is unavailable. In the past two decades, transit planners have experimented with a range of transit services to meet the mobility needs of suburban development patterns. For example, many growing communities have looked to provide limited transit service that is targeted at a specific travel market segment or non-traditional transit services (such as flexible route and flexible schedule services) that are more effective for low density areas. The development patterns of the City of Waynesboro have several implications on how transit services may be provided. For example, the western side of the City is primarily service related in nature, whereas the central and eastern section of the City is industrial in nature; therefore, trip demand tends to occur at peak times associated with work shift changes.

• Demand will be peaked, and these peaks may be at different times of day. For example, an industrial park will have high job-related peaks, whereas a shopping center will have midday and evening peaks. To maintain reasonable levels of service effectiveness,



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vehicles may need to operate different routes and service patterns at different times.

• The lower average densities of urbanizing areas means

not only that fewer origins or destinations are within walking distance of any transit route but also that the distances traveled between points, on average, are longer. In addition, the sparseness and patterns of suburban and rural streets result in less direct routings and more vehicle miles traveled to serve activities than in urban settings.

• Where buildings are set back from roadways, transit

routes may need to deviate off the primary route to provide more convenient service.

3.1 Factors that Influence Transit Success The selection of transit options for a successful transit system depends to a large extent on segmenting the various travel market segments and matching them to the most appropriate transit services. Figure 1 shows the typical population density ranges (in persons per square mile) for the potential “family of transit services” that may apply to for the City of Waynesboro. Figure 2 compares the current (year 2000) average population density of Waynesboro to that of other similar peer localities.

Figure 1 – Typical Population Density Ranges for Family of Transit Service Options

Figure 2 – Average Population Density of Waynesboro City and Peer Locations

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Overall, the population density of the City is 1,301 persons per square mile. Waynesboro’s overall density is in a comparable range when compared to other peer locations. Population density is a basic measure of transit ridership potential. Employment density is also an important measure of transit demand because the largest share of transit travel is for commuting to and from work places. Areas with higher density tend to have higher rates of public transportation usage, and denser areas also make for more efficient transit routes. Planning effective transit solutions for a low density community like Waynesboro City can be a challenge. The following sections identify peer transit agencies comparable to the Waynesboro area, the range of potential transit service options, and formulate a set of service alternatives for the City. 3.2 PEER TRANSIT SERVICE AGENCIES A review of transit programs operating in similar size cities was performed to determine the type of transit services that are operated and their individual ridership patterns. Transit agencies were chosen based on both the service area population and the City population. In some cases, the population served by transit is roughly half of the City population. These peer agencies provide a useful benchmark for Waynesboro during the transit implementation process. The peer transit systems are:

Lynchburg, VA Harrisonburg, VA Leesburg, VA

Danville, VA Blacksburg, VA Petersburg, VA

Table 3-1 profiles four key operating characteristics of seven peer transit systems: annual passenger trips, annual operating costs, annual revenue vehicle-hours, and annual revenue vehicle-miles for both fixed route bus operations and demand response operations. When comparing all the peer systems, average annual passenger trips are about 1,388,000 passengers and 17,000 passengers for bus and demand response, respectively. Total average annual operating cost (bus plus demand response) for these seven systems is approximately $2.7 million; Danville, VA has the lowest annual cost at approximately $755,000 and Lynchburg has the highest annual cost at approximately $4.5 million. The peer systems provide an average of about 53,000 annual revenue vehicle-hours and 587,000 annual revenue vehicle-miles of bus service and an average of about 6,000 annual revenue vehicle-hours and 72,000 annual revenue vehicle-miles of demand response service. As additional comparative information, Table 3-1 also provides population, service area (square miles), population density and peak vehicles for each of the peer systems and for Waynesboro. The FY 2007 service area population ranges from 23,000 (Staunton) to 80,000 (Lynchburg). The geographic area served by the peer systems, ranging from 11 to



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72 square miles, compares to 15 square miles in the City. The range of population densities served in the peer systems is also generally comparable to the City. The number of peak vehicles in these seven agencies range from 3 to 25, with an average of 14. 2.1 System Performance Measures Table 3-2 compares the performance of the peer transit systems in FY 2007 in areas of service efficiency, cost effectiveness, and service effectiveness.

Service Efficiency. Service efficiency measures indicate how well a transit system uses its resources in providing service. Two measures are included: operating cost per revenue vehicle-mile and operating cost per revenue vehicle-hour. Lower costs indicate systems performing more efficiently than systems with higher costs.

Cost Effectiveness. Cost effectiveness measures

indicate how productive a transit system is in terms of costs. The following cost effectiveness measures are included: operating cost per passenger trip and farebox recovery ratio (for bus operations and demand response services), and system-wide subsidy per passenger trip (for all funding sources and for local funding). For

farebox recovery, higher percentages indicate systems performing better than those with lower percentages. For cost per passenger trip and subsidy per passenger trip, lower costs signify more effective systems.

Service Effectiveness. Service effectiveness measures

indicate how productive a transit system is in providing service. Two measures are included: passenger trips per revenue vehicle-mile and passenger trips per revenue vehicle-hour. In both cases, higher amounts designate better performing systems.

While some peer systems perform better than others, this peer agency analysis section is primarily intended to provide a range of the performance of these systems as a whole. For service efficiency, the Danville system has the lowest cost per revenue-mile ($2.86) and Lynchburg has the lowest cost per revenue vehicle-hour ($41.08). For cost effectiveness and service effectiveness, Blacksburg’s bus operations system performs better than the other peer systems and has the highest farebox recovery ratio. Looking at system-wide (bus operations and demand response combined) subsidy per passenger trip, the average subsidy required by all funding sources is $2.02 with a range of $0.84 (Blacksburg) to $3.50 (Danville); the average subsidy required by only local funds is $2.22 with a range of $0.00 (Blacksburg) to $1.09 (Danville).



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Table 3-1 System Characteristics Bus and Demand Response Agencies, FY 2007

Peer Agency PopulationSquare Miles

Population Density Population

Square Miles

Population Density Bus

Demand Response Bus

Demand Response Bus

Demand Response Bus

Demand Response Bus

Demand Response

Lynchburg, VA 67,720 49 1,382 80,846 72 1,123 25 4 $4,598,371 $253,238 1,453,585 14,630 1,045,899 96,478 85,063 6,165Danville, VA 45,586 43 1,060 48,411 25 1,936 6 4 $755,132 $218,916 199,903 17,245 264,480 57,798 17,429 3,626Blacksburg, VA 39,284 19 2,068 56,260 28 2,009 24 4 $3,358,400 $486,669 2,431,250 14,549 613,288 61,403 67,814 6,663Harrisonburg, VA 40,885 17 2,405 45,261 17 2,662 23 6 $2,123,947 $468,800 1,468,943 23,375 428,255 72,653 43,588 8,460Bristol, VA 17,367 13 1,336 24,281 30 809 3 2Parkersburg, WV 31,755 11 2,887 49,910 14 3,565 8 1Petersburg, VA 32,916 23 1,431 31,300 7 4,471 12 5 $2,450,335 $158,448 558,481 8,150 431,704 31,789 42,179 4,689

Peer System:Average 39,359 25 1,796 48,038 28 2,368 14 4 $2,657,237 $317,214 1,222,432 15,590 556,725 64,024 51,215 5,921Low 17,367 11 1,060 24,281 7 809 3 1 $755,132 $158,448 199,903 8,150 264,480 31,789 17,429 3,626High 67,720 49 2,887 80,846 72 4,471 25 6 $4,598,371 $486,669 2,431,250 23,375 1,045,899 96,478 85,063 8,460

Waynesboro, VA 21,953 15 1,429

Notes:2008 Census statistics from the U.S. Census Bureau.All other statistics from FY 2008 National Transit Database.

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Annual Revenue Vehicle Miles

Annual Revenue Vehicle Hours2008 Census Urbanized Area FY 2008 Service Area Peak Vehicles Annual Passenger TripsAnnual Operating Cost



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Table 3-2 System Performance Measures Bus and Demand Response Agencies, FY 2007

BusDemand

Response BusDemand

Response BusDemand

Response BusDemand

Response

All Funding

(2)Local

Funding BusDemand

Response BusDemand

Response

Peer Agency

Lynchburg, VA $4.40 $2.62 $54.06 $41.08 $3.16 $17.31 17% 19% $2.74 $0.88 1.39 0.15 17.09 2.37Danville, VA $2.86 $3.79 $43.33 $60.37 $3.78 $12.69 23% 19% $3.50 $1.09 0.76 0.30 11.47 4.76Blacksburg, VA $5.48 $7.93 $49.52 $73.04 $1.38 $33.45 62% 2% $0.84 $0.00 3.96 0.24 35.85 2.18Harrisonburg, VA $4.96 $6.45 $48.73 $55.41 $1.45 $20.06 49% 8% $1.02 $0.25 3.43 0.32 33.70 2.76Bristol, VAParkersburg, WVPetersburg, VA $5.68 $4.98 $58.09 $33.79 $2.66 $3.76 17% 5% $3.79 $0.82 $1.29 $0.26 $13.24 $1.74

Peer System:Average $4.68 $5.15 $50.75 $52.74 $2.49 $17.45 38% 12% $2.02 $2.22 2.17 0.25 22.27 2.76Low $2.86 $2.62 $43.33 $33.79 $1.38 $3.76 17% 2% $0.84 $0.00 0.76 0.15 11.47 1.74High $5.68 $7.93 $58.09 $73.04 $3.78 $33.45 62% 19% $3.50 $1.09 3.96 0.32 35.85 4.76

Notes:Statistics are from FY 2008 National Transit Database.(1) Farebox Recovery reflects portion of operating expenses recovered from fare revenues. This figure excludes data from purchased transportation.(2) All Funding Subsidy per Passenger Trip includes federal, state, local, and other miscellaneous funding sources, excluding fare revenue.

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Service Effectiveness

Pass Trips per Rev. Veh-Mile

Pass Trips per Rev. Veh-HourFarebox Recovery (1)Cost per Rev. Veh-Mile Cost per Rev. Veh-Hour

Service Efficiency

Cost per Pass. Trip Subsidy per Pass. Trip

Cost Efficiency



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3.0 DEVELOP INITIAL TRANSIT SERVICE OPTIONS This section documents the development of initial transit service options designed to meet the mobility needs of the Waynesboro area. The process of defining transit options began with field work examining land uses and access conditions throughout Waynesboro, paying special attention to developing preliminary bus route corridors and service areas for more detailed service planning and analysis. 3.1 Introduction to Transit Service Types Where transit operators once had well-defined downtown cores and could provide radial networks that served them effectively, the development pattern of most urban areas now contains multiple centers, lower overall densities, and multiple origin/destination pairs. Some transit operators have been successful by offering riders a “family of services” concept, such as local and express bus routes, cross-town services, activity center circulators, carpools/vanpools, and demand response community-based services. In many cases, non-traditional transit services have been added to enhance existing fixed route services. These complementary services are designed to meet localized needs, niche markets and low density markets where fixed route services cannot be effective. The various types of possible transit service options vary in terms of “where” and “when” service is provided. Routing is the spatial path of the vehicles, and determines the accessibility

of the transit system to potential riders and the degree to which the desired destinations are served. Scheduling defines when transit vehicles will be available to riders for service. Both routing and scheduling can be fixed or flexible. Table 3-1 shows various types of fixed-route and flexible-route transit. Service types applicable to small urbanized and rural areas such as the Waynesboro area are described below. Table 3-1: Range of Service Types Fixed Route Flexible Route

Fixed Schedule

Local Bus Express Bus Activity Center

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Route Deviation Point Deviation Carpool/Vanpool

Flexible Schedule

Jitneys Demand Response

• Local bus

service is fixed-route, fixed-schedule service. It operates along a defined route and reaches certain points at set times. Transit providers may vary the type of vehicles (small, medium or large), frequency of service, and operating hours (weekdays, Saturdays and Sundays)



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according to passenger demand. Typical fares in neighboring areas range from $1.00 to $1.25. Examples of local routes are Rome Transit Department’s #1A, 2A, 1B, 2B, and 3 operating throughout the City of Rome.

• Express bus service is a variation where buses make very limited stops, and service is provided from a single origin, usually a park and ride lot, to a downtown or major activity center. Express bus services operate at their optimal level where densities (population and employment) are high and people are likely to walk to and from the bus stops to their destinations.

• Deviation service (route or point) has a fixed-schedule, but the route alignment is flexible. Route deviation service involves vehicles traveling along a fixed route and maintaining a schedule, but may leave and return to the fixed route to pick up passengers within a limited distance from the route. With point deviation service, vehicles make stops at certain points at scheduled times, but the vehicle has the flexibility to follow any route needed to pick up passengers along the way. Deviation service offers more personalized service in areas were most of the riders have some flexibility in schedules that allow for deviations without being seen as a decrease in service quality.

• Carpools and vanpools are also

generally fixed-schedule, but

flexible-route options. A number of people ride to and from work together (either in a car or a van) on a regular basis. Passengers can be picked up at their homes or meet at one location (such as a park and ride lot), and are dropped off at or near their jobs.

• Activity center circulators are typically vans or small buses

that operate along a fixed route within a fairly densely developed activity center like a downtown area or a regional shopping center. These circulators often cater to short trips, usually between a work place and a shopping or restaurant destination. Passenger fares are typically nominal or free.

• Demand response service is the most flexible type of

service and is activated based on passenger requests. Usually passengers call ahead to request a ride for a particular date and time between a particular origin and destination. Passengers are picked up and dropped off either at the door or at the closest curb location along the road.

The following operating scenarios exist for demand responsive transit.

• many-to-many, • many-to-few, • few-to-many, • few-to-few, and • many-to-one.



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Many-to-many occurs when the transit provider places no constraints on the type of trips it handles. In other words, the origins and destinations are random and can occur anywhere. Many-to-few occurs when the provider has only a couple of popular destinations (hospitals, shopping areas, and the like) and random origins. Few-to-many occurs when the reverse happens. Few-to-few serves a limited number of origins and destinations. Finally, many-to-one occurs when there is only one destination, such as a senior center, and random origins. Demand response service can be provided as subscription service, advanced reservation service, or real-time scheduling service. Subscription services work best when a passenger or group of passengers requests the same trip repetitively. These trips are scheduled on a subscription or “standing order” basis. Subscription services are useful where there is some regularity to ridership patterns. Advanced reservation services require passengers to call ahead and reserve a ride for a particular date and time in the future, for every trip they make. Many operators provide both subscription and advanced reservation services. Real-time scheduling closely resembles taxi operations and allows passengers to call and request a trip just before it is needed. This type of service is not common along public transit operators as a stand-alone service, but some providers will try to fit last-minute callers into scheduled trips when possible. • Complementary paratransit service is a specific type of

demand response service, required by the Americans with

Disabilities Act (ADA), which is operated in addition to fixed-route local bus service to accommodate disabled persons who cannot use the fixed-route system. The requirements for this type of service are discussed in the Complementary Paratransit Service section of this report.

3.2 Current Public Transit Service in Waynesboro A deviated fixed route service is currently in operation in the city of Waynesboro. This system is operated by Virginia Regional Transit (VRT). This fixed route service currently in operation in Waynesboro is part of a larger regional system operated by Virginia Regional Transit that serves all of Augusta County and several surrounding counties. Within Augusta County, VRT provides both deviated fixed route and demand responsive public transit services to shopping areas, medical appointments, and other locations. VRT’s major client groups are senior citizens and those with physical or mental disabilities that inhibit them from using private transportation. Passengers must call in advance to schedule a trip. Reservations for service are generally made 24 hours in advance. Curb-to-curb service is provided. VRT operates a total of one ADA-capable vehicle in Waynesboro from 8:00 AM to 5:00 PM, Monday through Friday. Because the route is a deviated fixed route, the vehicle can deviate from that area depending on the location of reserved riders. Service for the general public is provided by VRT primarily to shopping centers, apartment complexes and doctors’ offices.



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Within Waynesboro about 150 trips per day are made by members of the general public. The fare for the general public is 50 cents with no extra charge for wheelchair services. The small number of general public customers is due to the lack of frequent service, the limited service area, and its short span of service. Due to its relatively short operating schedule, VRT services are not suitable for work trips. Within Augusta County, VRT is presently unable to expand its service due to lack of funds. A number of private taxi companies operate in the City of Waynesboro including Al’s Radio Cabs, City Cab, J & B Taxi and A to Z Taxi Servies. Typical rates from taxi companies are $1.50-$2.00 for a pull-up fee and each additional mile costs $1.00-2.00. Taxi fleet sizes in the Waynesboro area vary from 4-10 taxis.

3.3 Potential Transit Service Alternatives The pattern of development in Waynesboro, including the location of major destinations, was examined to assess the area’s potential to be served by transit. Within Augusta County, development of larger employment, residential, shopping, and community facilities has been largely confined to the city limits. Additionally, a number of activity centers are located within the city limits of Waynesboro, including retail, commercial, industrial areas, and related medical facilities, government offices, and social service agencies. Many of these activity centers are located along major linear corridors

extending outward from downtown. For a new transit service to be successful in Waynesboro, it should be designed to provide linkages to the community’s primary destinations, including downtown, retail and commercial areas, major medical facilities, and a number of employment centers along these linear corridors. This pattern of development exhibited in Waynesboro makes the area conducive to transit, especially by a local fixed-route service. Fixed-route service can accommodate a larger number of people and be more cost effective than a demand-response service in areas where larger numbers of residents, activity centers and destinations can be served by a fixed-route pattern. 3.3.1 Potential Local Routes Local fixed-route service is proposed within the city limits of Waynesboro. The remaining municipalities within Augusta County do not have the necessary densities to support local fixed-route service of their own. Public transit could serve two primary types of trip needs in the Waynesboro area:

• Work trips utilized primarily by low-income persons who do not have automobile access.

• Non-work trips to shopping, medical or personal business destinations made by residents who do not have automobile access.



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The transit service alternatives developed for Waynesboro includes five fixed routes radiating from a proposed Multi-Modal Transit Center (MMTC) to major outlying activity center destinations. Five of these routes are primarily circulator routes offering service to the major commercial, medical, employment and residential corridors within the City. 3.3.2 Multi Modal Transit Center (MMTC) All five of the proposed routes radiate from a centralized location, a multimodal transit center (MMTC), in the downtown area. The MMTC is within convenient walking distance to many commercial destinations in downtown. The MMTC will provide a focal point for transportation services in the City and make it easier for residents and visitors to access the various bus routes and transfer between routes. There are a number of options available for construction of a downtown multi-modal transit center. A larger bus shelter type facility could be constructed at a relatively low cost compared to the construction of a building. It is recommended that any multi-modal transit center include space for a passenger waiting area with seating, public and staff restrooms, customer service/ticket sales area, a supervisor office, a transit system information kiosk and an area displaying other community information and/or local area advertisements.

3.3.3 Potential Transit Routes The following figures and tables describe, illustrate and provide route statistical information concerning each proposed route. The routes described and the information concerning each route has not been financially constrained in this task, only very preliminary annual operating costs have been calculated. In a later financial planning task, each route will be specifically costed and analyzed for its individual implementation potential in Waynesboro. Route 1 – Downtown Waynesboro Route This proposed route would operate service from the multimodal transit center to Poplar Street, 12th Street, Pine Avenue, 14th Street, Market Avenue, 11th Street, Arch Avenue, Lyndhurst Road, Windsor Road, Delphine Avenue and Main Street. Buses would operate every 30 minutes throughout the day, Monday through Saturday. (See Figure 3) Destinations Served by Route 1: Summit Square – Sunnyside

Retirement Community Invista/Dupont

Valley Program for Aging Services Agency

Boys and Girls Club of Waynesboro

Waynesboro Public Library Dupont Park VA Department of Health Mohawk Inc. YMCA Constitution Park City Post Office Fishburne Military School Waynesboro High School Springdale Apartments



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Route 2 – William Perry Elementary School Route This proposed route would operate service from the multimodal transit center to Poplar Street, King Avenue, Fir Street, Isle Avenue, Florence Avenue, Bridge Avenue, Hopeman Parkway, Sherwood Avenue and Broad Street. Buses would operate every 30 minutes throughout the day, Monday through Saturday. (See Figure 4) Destinations Served by Route 2: Family Dollar Shopping Ctr Rosenwald Community Ctr Hopeman Shopping Center Parkway Village Apartments Basic Park Willow Oak Plaza

Route 3 – East Side Route This proposed route would operate service from the multimodal transit center to Broad Street, Charlotte Avenue, 5th Street, Bath Avenue, 2nd Street, Winchester Avenue, High Street, 6th Street, 7th Street and Main Street. Buses would operate every 30 minutes throughout the day, Monday through Saturday. (See Figure 5)

Route Length 5.4 milesSpan of Service 7am - 6pm, Monday - SaturdayService Frequency 30 minutesPeak Buses 1Daily Revenue Hours 11 hoursDaily Revenue Miles 118.8Total Population Served 12,107Population 50 Years and Older Served 4,304Households Below Poverty Level Served* 1,548Median Household Income Along Route $39,351Workers 16+, Drove Alone to Work* 78.30%Workers 16+, Average Travel Time to Work* 19.4 minutes% of Households with No Vehicle* 12.4%Route 1 Estimated Annual Operating Costs $169,000

Data Source: Business Analyst Online, ESRI, 2008

* 2000 Census Data

Route 1 Operating StatisticsRoute Length 4.5 milesSpan of Service 7am - 6pm, Monday - SaturdayService Frequency 30 minutesPeak Buses 1Daily Revenue Hours 11 hoursDaily Revenue Miles 99Total Population Served 10,870Population 50 Years and Older Served 3,761Households Below Poverty Level Served* 594Median Household Income Along Route $36,396Workers 16+, Drove Alone to Work* 78.7%Workers 16+, Average Travel Time to Work* 19.9 minutes% of Households with No Vehicle* 13.3%Estimated Annual Operating Costs $169,000


* 2000 Census Data

Route 2 Operating Statistics



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Destinations Served by Route 3: Constitution Park North Park Augusta Lumber Vector Industries Waynesboro Department of

Social Services Quadrangle Apartments

Fairfax Hall Wenonah Elementary School Boys and Girls Club Waynesboro Post Office

Route 4 – Kate Collins Middle School Route This proposed route would operate service from the multimodal transit center to Poplar Avenue, North Avenue, Ohio Street, Laurel Avenue, Monroe Avenue, Hopeman Pkwy,

Ivy Street, Main Street. Buses would operate every 30 minutes throughout the day, Monday through Saturday. (See Figure 6) Destinations Served by Route 4: Family Dollar Shopping Ctr. Waynesboro Housing

Authority Mountain View Apts. Ivy Ridge Apts. Mountain West Apts. Kate Collins Middle School

Route 5 – Commercial Loop Route This proposed route would operate service from the multimodal transit center to Poplar Avenue, Magnolia Avenue, 13th Street, Rosser Avenue, Lucy Lane, Lew Dewitt Blvd, Town Center Drive and Main Street. Buses would operate

Route Length 5.4 milesSpan of Service 7am - 6pm, Monday - SaturdayService Frequency 30 minutesPeak Buses 1Daily Revenue Hours 11 hoursDaily Revenue Miles 118.8Total Population Served 13,098Population 50 Years and Older Served 4,341Households Below Poverty Level Served* 707Median Household Income Along Route $36,848Workers 16+, Drove Alone to Work* 79.3%Workers 16+, Average Travel Time to Work* 20.4 minutes% of Households with No Vehicle* 12.3%Estimated Annual Operating Costs $169,000


* 2000 Census Data

Route 3 Operating Statistics Route Length 3.7 milesSpan of Service 7am - 6pm, Monday - SaturdayService Frequency 30 minutesPeak Buses 1Daily Revenue Hours 11 hoursDaily Revenue Miles 81.4Total Population Served 10,031Population 50 Years and Older Served 3,854Households Below Poverty Level Served* 462Median Household Income Along Route $40,460Workers 16+, Drove Alone to Work* 81.1%Workers 16+, Average Travel Time to Work* 19.5 minutes% of Households with No Vehicle* 12.3%Estimated Annual Operating Costs $169,000


* 2000 Census Data




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every 30 minutes throughout the day, Monday through Saturday. (See Figure 7) Destinations Served by Route 5: Summit Square – Sunnyside

Retirement Community Ridgeview Park

Westwood Elementary Sch. Martins Shopping Center Wal-Mart Shopping Center Brandon Ladd Apts. Target Shopping Center Kroger Shopping Center Lowes Shopping Center Home Depot Shopping

Center Sharp Shopper Shopping

Center Big Lots Shopping Center

Kmart Shopping Center Adecco

Route Length 8.0 milesSpan of Service 7am - 6pm, Monday - SaturdayService Frequency 30 minutesPeak Buses 1Daily Revenue Hours 11 hoursDaily Revenue Miles 176Total Population Served 13,977Population 50 Years and Older Served 5,885Households Below Poverty Level Served* 473Median Household Income Along Route $50,930Workers 16+, Drove Alone to Work* 83.4%Workers 16+, Average Travel Time to Work* 18.5 minutes% of Households with No Vehicle* 8.8%Estimated Annual Operating Costs $169,000


* 2000 Census Data




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Figure 3: Route 1 – Downtown Waynesboro Route



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Figure 4: Route 2 – William Perry Elementary School



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Figure 5: Route 3 – East Side Route



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Figure 6: Route 4 – Kate Collins Middle School Route



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Figure 7: Route 5 – Commercial Loop Route

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