Chapter 9 – Public Transportation System

Chapter 9 – Public Transportation System
Transit System Overview
For many long-time Richmond residents, fond memories include the electric streetcars that
traveled along Broad Street and other corridors to provide public transportation in Richmond.
Although ownership of the streetcar system changed hands on multiple occasions, the
streetcars operated continuously until 1949 when buses replaced the last electric streetcars.
When the old track system was removed and replaced with bus service, the end of an era
occurred in Richmond. Since that time, more and more Richmond area residents have relied
on private automobiles for the majority of their trips, and public transportation services
shifted to filling the needs of the area’s transportation dependent. Today, the Richmond area
has a public transit network that is limited by funding and jurisdictional support for such
services.
Incorporated in 1973, the Greater Richmond Transit Company (GRTC) is the sole fixed route
bus service provider in the Richmond area. Although AMTRAK offers intercity rail service
to the public, with several routes boarding and alighting in the Richmond area, GRTC’s fixed
route bus service remains the principal mass transit option for travel within the Richmond
metropolitan area.
GRTC is a non-profit public service corporation, owned equally by the City of Richmond and
Chesterfield County and governed by a Board of Directors. GRTC currently uses a bus fleet
of 169 buses to operate 34 regular local and express routes, a lunchtime express loop in
downtown Richmond, an express route to Fredericksburg and 3 Virginia Commonwealth
University (VCU) routes.
In addition to the fixed route system, GRTC oversees RideFinders, the region’s transportation
demand management agency, supports the Capital Region Taxicab Advisory Board
(CRTAB), contracts with outside agencies to provide Americans with Disabilities Act (ADA)
services for the region’s elderly and disabled population, and oversees C-VAN, a welfare-towork transportation service provided in cooperation with local social service agencies.
GRTC’s bus route structure can largely be classified as a hub-and-spoke system, where
service converges on a central downtown area – near Richmond City Hall and the VCU
medical campus -- and then fans out into the surrounding neighborhoods. Additionally,
GRTC operates 10 express routes to Henrico and Chesterfield counties. These express routes
provide direct service from the surrounding residential areas in the outlying counties to
downtown Richmond with few stops in between.
All buses operated by GRTC are equipped with wheelchair lifts, and GRTC is in the process
of increasing the number of low-floor buses in its fleet. In combination with drivers
specifically trained to help disabled and senior riders, the GRTC system is accessible for
mobility impaired customers. For riders who are unable to use fixed-route service, GRTC
offers paratransit service through the CARE program. CARE provides curb-to-curb service
for eligible riders. Eligibility for the program is dictated by the Americans with Disabilities
Act (ADA). More information on the CARE service is described in a following section.
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GRTC operates a highly efficient bus system, but one which does not provide extensive
service coverage in the suburban areas surrounding the downtown core of the region. (See the
following discussion of the most recent comprehensive operations analysis of the GRTC bus
system).
The Richmond Area MPO (RAMPO), with the assistance of the Virginia Department of Rail
and Public Transportation (VDRPT), in 2007 embarked on a study effort to determine the
feasibility of a future regional mass transit system for the Richmond area, and to produce a
plan of action for development and implementation of such a system over a 25 year horizon.
This project, termed the Richmond Regional Mass Transit Study, combined with the most
recent GRTC operations analysis, provides a short term, medium term, and long term guide
for expanding and improving mass transit service in the region. The technical aspects of both
of these studies are discussed in detail in the following sections.
Existing GRTC bus routes are described in Figure 9-1 and are shown graphically on Map 9-1.
Figure 9-1: Existing GRTC Bus Routes
1/2 – Church Hill/Monument/Patterson
3/4 – Robinson/Fairmount
6 – Broad St./Main St.
7 – Seven Pines
10 – Riverview/Jefferson
11 – Laurel/17th Street
13 – Main Street/Church Hill
16 – Westhampton
18 – Henrico Shuttle
19 – Pemberton Rd.
20 – Northside – Dill Rd./Willow Lawn
22 – Hermitage/Oak Grove
23 – Glenside/Parham Express
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Downtown, Broad St., 21st St. & Marshall,
Chimborazo, Oakwood, R St., Sheppard, Monument,
Briel, St. Mary’s Hospital, Patterson, Three Chopt,
Regency Square
Downtown, Broad St., 22nd St., Fairfield Court area,
Whitcomb Court area, Mechanicsville Tpk., Robinson
St., South Meadow, Maymont Park, Cary St., Idlewood
Ave., Douglasdale Rd. (U.R.Stadium)
Downtown, Broad St., Grace, 8th St., Main, Willow
Lawn, Williamsburg Rd., Montrose Heights,
Darbytown
Downtown, Broad St., Nine Mile Rd., Fairfield
Commons, Seven Pines/Highland Springs area,
Williamsburg Rd., Airport area
Downtown, Broad St., Jefferson Ave., M St., Creighton
Ct., Richmond Community Hospital, Harrison St.,
Idlewood Ave., Colorado Ave., Riverview area
Downtown, Broad St., Laurel St., Oregon Hill area,
Main St., 18th St., Oliver Hill Court Building, Mosby
Court area
Downtown, Broad St., Main St., Cary St., 25th St.,
Marshall St., Oakwood Ave., Briel St., Westmoreland,
Grove, Commonwealth Ave., River Road Shopping
Center
Downtown, Grove Ave., University of Richmond
Willow Lawn Shopping Center, West Broad St.,
Henrico Government Center, Parham Road, Staples
Mill Road
Broad St., at 10th St., west to Pemberton Road
Dill Rd., Pollock St., W. Broad St., Willow Lawn
Shopping Center
Downtown, Broad St., Lombardy, Brook, Harrison, 14th
St., Azalea Mall
Downtown to Glenside Dr. / Staples Mill Rd. Park-NRide lot, Parham Rd. / Fordson Rd. Park-N-Ride lot
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Public Transportation System
24 – Lakeside
25 – Glenside/Parham/Gaskins Express
26 – Parham Rd. Express
27 – Glenside Express
28 – Fair Oaks Express
29 – Gaskins Express
32 – Ginter Park
34 – Highland Park
37 – Chamberlayne
56 – S. Laburnum
61 – Broad Rock Shuttle
62/63 – Hull St./Midlothian
64 – Stony Point Express
65 – Stony Point Fashion Park/VCU
Health System (Express)
66 – Beaufont Express
67 – Chippenham
70/71 – Forest Hill
72/73 – Ruffin Rd. / Ampthill
74 – Oak Grove
81 – Chesterfield Plaza Express
82 – Winterpock Lowe’s /
Commonwealth 20 Express
91 – Laburnum Connector
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Public Transportation System
Downtown, Broad St., Boulevard, Westwood,
Hamilton, Hermitage, Westbrook, Crestwood
Downtown to Glenside Dr. / Staples Mill Rd. Park-NRide lot, Parham Rd. / Fordson Rd. Park-N-Ride lot,
Gaskins Rd. / Mayland Dr. Park-N-Ride lot
Parham Rd. / Fordson Rd. Park-N-Ride lot to
downtown
Glenside Dr. / Staples Mill Rd. Park-N-Ride lot to
downtown
Millers Ln. Park-N-Ride lot to downtown
Gaskins Rd. / Mayland Dr. Park-N-Ride lot to
downtown
Downtown, North Ave., Laburnum Ave., Fendall Ave.,
Ginter Park / Washington Park area
Downtown, Fourth Ave., First Ave., Meadowbridge
Rd., Highland St.
Downtown, Chamberlayne Ave., Brook Rd., former
Azalea Mall site
7th St., 9th St., Broad St., 35th St., Glenwood, Darbytown
Rd., S. Laburnum Ave., Richmond International
Airport
Broad Rock, Southside Plaza, Westover Hills,
Crutchfield, Forest Hill Ave. (Midlothian K-Mart on
Sundays only)
Downtown at 7th & Broad, Hull St., Midlothian and
Broad Rock corridors
Old Gun Rd., Duryea Dr., Forest Hill Ave., Huguenot
High School to downtown
Downtown, VCU Health System at Stony Point, Stony
Point Fashion Park
Beaufont Mall, Midlothian Tpk., German School Rd.,
Forest Hill Ave. to downtown
Chippenham Mall, Warwick Rd., Clarkson Rd.,
Southwood, Hull St., Bainbridge St., Commerce Rd.,
downtown
Downtown, Lee Bridge, Semmes Ave., Forest Hill
Ave., Wal-Mart, Huguenot High School, Jahnke Rd.,
Chippenham Hospital, Carnation St., Midlothian Tpk.,
K-Mart, Stony Point Shopping Ctr.
Route 72: Downtown, Manchester Bridge, Jefferson
Davis Hwy, Ruffin Rd., Commerce Rd., Philip Morris,
Maxxim Medical. Route 73: Downtown, Manchester
Bridge, Jefferson Davis Hwy, Dupont/Ampthill area,
Food Lion
Downtown, Belvidere, Broad, Marshall, Commerce,
Hull, Lynhaven, Brady
Chesterfield Plaza/Koger Center Blvd. Park-N-Ride lot
at Lowe’s to downtown
Winterpock Rd./Hull St. Park-N-Ride at Lowe’s to
Commonwealth 20 to downtown
Willow Lawn, W. Broad St., Westwood Ave.,
Laburnum Ave., Williamsburg Rd., Millers Ln.
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92 – Central Gardens
93 – Azalea Connector
95 – Richmond/Petersburg Express
96 – Richmond/Fredericksburg Express
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Nine Mile Rd., Gordon’s Lane, Creighton Rd., Phaup
St., Cool Ln., Mechanicsville Tpk., Bloom Ln., Apollo
Rd., Carneal St., Beck Dr., Cleary Rd., Hartman St.,
Watts Ln., Mechanicsville Tpk., Laburnum Ave,
Austin Ave., Byron St., Howard Rd., Harvie Rd,
Reynolds Rd., Watts Ln, Sandy Ln., Harvie Rd.,
Laburnum Ave, Nine Mile Rd.
Brook & Westwood, Brook Rd., Chamberlayne Ave,
Chamberlayne Rd., Azalea Ave., Pony Farm Dr.,
Wilkinson Rd.
Tabb St. and Union St. Park-N-Ride lots to downtown
Brook and Parham to VRE, Rt. 208 Park-N-Ride lot to
Downtown Richmond
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Paratransit Service
GRTC’s Community Assisted Ride Enterprise (CARE) service is a curb-to-curb service
available to eligible customers in the system’s fixed-route service area. Operated on a
contract basis by First Transit, the service area includes the City of Richmond and Henrico
County. To be eligible for service, an application must be submitted to GRTC’s Customer
Service Department. Customers are approved based on eligibility requirements established by
the Americans with Disabilities Act (ADA) and receive an identification card and program
information.
Tickets for CARE service are sold in books of six for $13.50 or $2.25 per ticket and can be
purchased at various retail stores throughout the region and at RideFinders. Each ticket is
good for a one-way trip. Standing reservations may be made for customers who travel
between the same origin and destination at the same time at least four days a week. This
allows customers whose trips occur on a regular basis to avoid making individual phone
reservations for each trip. Customers may not change origins/destinations or time of travel for
standing reservations. Cancellations require a minimum two-hour advance notice.
Demand response trips are defined as those that occur three days per week or less, and require
travel from varied origins and destinations. Reservations for each trip must be made in
advance at least one day before the trip. Reservations are accepted between 8:00 A.M. and
4:30 P.M. Cancellations must be made at least two hours in advance of the arranged pick-up
time.
CARE service operates on weekdays and weekends between the hours of 5:30 A.M. and
12:30 A.M. CARE service is available on major holidays. The overall level of service in the
City of Richmond and Henrico County is adequate in both coverage and availability. Current
regional demand for CARE paratransit services are being met, however, demand is expected
to increase in the future as the senior population increases faster on a percentage basis than
total population. In addition, the general regional population is also expected to grow rapidly
which also may result in increased demand for CARE’s services.
Public Transportation Services in Rural Areas
Regional rural transportation planning is a part of a new process being undertaken through a
grant to the Richmond Regional Planning District Commission (RRPDC) from the Virginia
Department of Transportation (VDOT). Rural transportation planning for the RRPDC is
carried out by its Planning and Information Systems Division staff. The staff works closely
with the RRPDC’s Urban Transportation Division staff which is responsible for transportation
planning within the MPO study area.
The first phase of this effort has been completed with a report that provides maps and data for
those rural areas in the Richmond region that are outside of the Metropolitan Planning
Organization (MPO) study area. Eastern portions of New Kent and Charles City counties and
the western portions of Goochland and Powhatan counties make up the rural study areas in
this report. For the first phase of the planning process, the RRPDC established a Rural
Technical Advisory Committee (Rural TAC) to review elements of the plan, to verify content,
to develop goals and objectives, and to approve a public participation process. The future
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phases of the regional rural long-range transportation planning, Phases II – IV, have been
designed by VDOT and are currently underway.
An excerpt from the Phase I report, shown below, provides a brief overview of the availability
of public transportation services in the more rural portions of the region:
Transit Services in Rural Study Area by County:
Charles City County
Transit – On-demand bus service for destinations in Charles City and New Kent counties is
provided by Bay Transit and available to the general public from Monday to Friday from 6:00
AM to 6:00 PM.
Goochland County
Transit – There are no transit services available to the general public.
New Kent County
Transit – On-demand bus service for destinations in Charles City and New Kent counties is
provided by Bay Transit and available to the general public from Monday to Friday from 6:00
AM to 6:00 PM.
Powhatan County
Transit – There are no transit services available to the general public.
Other Rural Area Transportation Services
In addition to public transit services, there are other transportation services that are available
to commuters in rural areas. For example, Ridefinders, a division of GRTC Transit System,
assists commuters, including those living in the rural study area, to find carpools. Commuters
in the eastern rural study area who are traveling to jobs in Hampton Roads may use a similar
service called Traffix.
There also are services not available to the general public, but are provided to persons who
qualify for paratransit services based on age, income, or disability. A report prepared by
RRPDC in 2006, Public Transportation for the Elderly, Disabled, and Low-Income: Phase
I—Needs Assessment Report has information on transit providers including transportation to
medical appointments and for low-income persons for the entire Richmond region.
A statewide process to improve coordination of transportation for special populations is
underway, beginning in 2007, under the leadership of the Virginia Department of Rail and
Public Transportation (VDRPT). The development of a Coordinated Human Services
Mobility plan is currently proposed to include the MPO and non-MPO study area of the
region as providers have not historically made distinctions across MPO boundaries in
providing services to low-income, disabled, and elderly populations.
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Fixed Route Bus System Analysis
GRTC contracted with the consulting firm of Vanasse Hangen Brustlin (VHB), Inc. to
conduct the most recent comprehensive operations analysis (COA) of the transit system. The
final report, dated March 3, 2008 provides a detailed review of the current transit system, and
includes recommendations for service changes based on a range of data collected and
analyzed as part of the study.
To understand the overall character of the fixed route bus system operated by GRTC it is
perhaps best to compare and contrast the system with those operated in comparable U.S.
cities. The 2008 COA includes a comparison of such “peer” cities, where eleven different
transit agencies were selected for analysis using data contained in the National Transit
Database (NTD) reports.
As previously noted, GRTC service is highly efficient when compared to its peers, although
its service area and population within that service area are well below the average for the peer
cities. As noted in the report, the rankings show GRTC’s service is structured to optimize
revenue received. In measures of financial efficiency, cost effectiveness, and revenue
generation, GRTC excelled among its peers. A principal reason for these high rankings is that
the fixed route bus system is very much oriented toward peak period service; relatively fewer
miles and hours are being put on each bus, with many buses simply not being in use during
non-peak times. This peak period orientation results in excess capacity in GRTC’s fleet, and
as a result, the COA report suggests that a continued reliance on full-sized coaches 40 feet in
length is not warranted and that a mix including smaller buses would be more appropriate.
It is clear that, because GRTC receives limited funding for its services, it therefore operates
under constraints that necessitate the most efficient use of those funds. A conclusion may be
drawn that GRTC’s high rankings in cost effectiveness, financial efficiency, and revenue
generation comes at the sacrifice of providing more service at non-peak times.
The configuration of GRTC’s service area also plays an important role in maintaining its
admirable financial ranking. In general, service is concentrated in those areas where
households and residents are characterized as being in need of transit based on demographics.
“Transit-dependent” factors include: living below the poverty line, having a mobility
limitation, being aged 65 or older, and having either no, or only one vehicle available.
Persons falling into these categories may have difficulty accessing major destinations – such
as medical facilities, government offices, employment centers, and shopping areas – without
adequate transit service.
People and households with transit-dependent characteristics are heavily concentrated within
the geographic limits of the City of Richmond, so it is no great surprise that on-board surveys
conducted as part of the COA reveal that 86 percent of current GRTC riders live within the
City limits. Transit-dependent characteristics also correlate with ethnicity, and the survey
revealed that 72 percent of GRTC riders identify themselves as African-American. There
seems to be a preponderance of females that use the current bus system (approximately 55
percent are female); thus, based on these and several other factors, the COA profiles the
“typical” GRTC bus rider:
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•
•
•
•
•
•
•
•
Is female
Is African-American
Lives in the City of Richmond
Is between 25 and 44 years old
Has a valid driver’s license
Lives in a household with:
o No working cars
o Two working adults
o Annual income of $25,000 to $49,999
Walks one block to both bus and final destination
Uses the same GRTC route 5 days or more per week
COA Recommendations
The existing GRTC transit system is successful at attracting a certain type of resident as noted
previously, and is most successful in serving commute trips made between work and home.
The hub-and-spoke design collects people from defined areas within the region, brings them
downtown and back again. The COA notes that GRTC should continue to improve service
catering to commuters, but should make further efforts to attract “choice” commuters (i.e.,
commuters with a choice to use personal automobiles) in the outlying counties.
Toward these ends, the COA recommends various modifications to existing bus routes based
on an extensive performance analysis that includes an examination of load factors,
compliance with adopted service standards, and an evaluation of service adequacy.
Generally, the types of specific recommended improvements include:
•
•
•
•
Routing changes
Scheduling improvements
Service span extensions
Improvements to public information
Implementation of the specific COA recommendations over the next several years will
improve the existing service by streamlining operations and making the system more userfriendly. In particular, GRTC will begin to direct its operations and maintenance from a new,
state-of-the-art maintenance/administrative facility within the next year or so. The new
facility will relieve the crowded, cramped and outdated working conditions characteristic of
GRTC’s current “bus barn” located in the downtown area of the City.
With regard to attracting new, suburban choice riders, the COA presents several
recommendations. Along with suggestions for new park-n-ride lots, for instance in Ashland
and near the airport, the COA emphasizes the continuing need for one or more downtown
transfer centers. The transfer center concept has a number of benefits; among these are
reducing the congestion along Broad Street in the downtown area, offering multi-modal
linkages between bus, rail and other forms of public transportation, and providing an
enhanced amenity for passengers.
An efficient downtown shuttle/circulator service is an integral part of the transfer center
concept. Overall, the development of the transfer center concept will facilitate the addition of
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more commuter express buses from strategic locations in the outlying suburban areas; for
example, the recommended new express bus service from the Mechanicsville area in
Hanover. As noted in the COA report, however, a careful analysis is required to help ensure
that the capacity of the transfer center is not overloaded during peak times when high numbers
of local and express buses would be arriving.
Another major recommendation for enhancing commuter bus service is the concept of a Bus
Rapid Transit (BRT) line implemented along portions of the Broad Street corridor – the
corridor with the highest ridership in the area. BRT is a relatively new concept that seeks to
provide some of the benefits of a traditional rail-based rapid transit system with a high quality
bus service. The elements of BRT appropriate for Richmond include: bus branding,
specialized vehicles, limited stop service, real-time next bus arrival information, high
frequency service and possibly some form of bus prioritization (signal priority or dedicated
bus lanes). The proposal contained in the COA report recommends an initial implementation
of BRT along Broad Street, 17th Street and Main Street between Willow Lawn and Rocketts
Landing. This is a distance of 7.3 miles, and the concept shows 15 proposed stops along the
route, generally spaced about 0.5 miles apart.
Implementation of the new transit development concepts from the COA – the bus transfer
facility and the BRT service – requires GRTC to follow a detailed process that complies with
local development codes while meeting the requirements of federal and state agencies. The
COA outlines an implementation plan for each of these concepts. For both of these concepts,
it is anticipated that grant funds from the Federal Transit Administration (FTA) will be
essential. Compliance with the procedures for obtaining FTA funding (coupled with state
matching funds) means that either or both of these concepts will take several years to achieve.
The Richmond Regional Mass Transit Study
The Richmond Regional Mass Transit Study (RMTS) is a joint effort of the RAMPO and the
Virginia Department of Rail and Public Transportation (VDRPT) to conduct a technical
analysis of mass transit options for the Richmond region. Consulting services were employed
to develop the research, with the firm of HNTB being the lead consultant hired for the effort.
This study has a 2031 planning horizon and has been conducted in coordination with the most
recent GRTC Comprehensive Operations Analysis (COA) discussed in the previous section of
this chapter.
Although, as of this writing, the final report has not been completed, the study makes a
number of recommendations for future transit services in the major travel corridors in the
region. A special MPO Advisory Committee has overseen the development of the study, and
public input has been received as the study has progressed.
Begun in early 2007, the RMTS is a comprehensive research effort focusing on mid- and
long-term options for improving mass transit services in the region. It therefore is an
extension of the COA which studied short-term improvements to the existing system. Using
socio-economic projections of population, households, employment and other data approved
by the MPO, the consultants have estimated the demand for, and cost feasibility of
implementing new transit services over the next 25 years. Because the intent of the study is to
develop a regional vision for public transportation, the RMTS study area extends beyond the
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MPO study area boundaries to encompass the entire region, including the rural areas of
Charles City, Goochland, New Kent and Powhatan counties.
All surface transportation modes were considered as part of the RMTS: local and express bus
service, car and vanpool programs, ADA/specialized transportation services, bus rapid transit,
street car/trolley, light rail and commuter rail being the primary options. The RMTS
evaluates land use development patterns and regulations in the region, and makes
recommendations for supportive land uses appropriate to enhancing public transportation
services. In addition, recommendations are contained in the RMTS for institutional
arrangements which could provide for on-going funding programs to meet capital and
operating needs. Overall, the RMTS represents a plan of action for development and
implementation of regional mass transit services over the next 25 years, with consideration
given to prioritizing the implementation of such a system.
Because the source of funding for the recommended future mass transit services is as yet
unknown, specific services recommended by the study do not appear among the list of
financially constrained projects shown in Part 4 of this LRTP. A general overview, however,
follows:
Overview of RMTS Development and Findings:
The study team held public meetings for the Richmond Regional Mass Transit Study on
November 8, 2007 and April 2, 2008. The meetings were well-attended, and the public was
invited to complete comment forms for input at key points in the process. Additionally, a
series of meetings were sponsored by the Richmond Chamber of Commerce in the City and in
three of the surrounding counties - Chesterfield, Hanover and Henrico. At each of these
meetings the study concepts and issues were presented to representatives of the business
community who provided input on the provision of transit service in the region. The public
comments and other input received indicate that there is a broad clear consensus that
additional transit service is needed as a key component of the continued growth of the region.
The RMTS identifies nine key travel corridors in the region that are not adequately served by
public transportation. Recommendations for transit service are made for each of these
corridors using a variety of modes as appropriate for the levels of projected development and
potential demand. Modes of service that are recommended included limited stop bus, express
bus, bus rapid transit, light rail and commuter rail. For each corridor, recommendations are
provided on appropriate frequencies and hours of service, and operating and capital costs have
been estimated.
The expansion of local bus service in nine additional corridors and the expansion of demand
responsive transit services for the transportation disadvantaged to cover the entire region are
also proposed and cost estimates are provided for this additional service. The study report
concludes with tiered recommendations for medium term and long term transit service
improvements.
Based on projected growth patterns and prior studies of opportunities for transit service
expansion, a three-tiered approach to expanding transit was identified. The following
suggested priority ordering is proposed for the Richmond region:
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•
•
•
9-12
Tier I – Includes those corridors and modal alternatives for which existing
development patterns of and the size of the travel market indicate that there is a
current demand for the proposed service. These improvements are feasible for
implementation by the mid-term target date of 2016.
Tier II – Includes corridors and modal alternatives which will be effective investments
by 2031 given the current projections for population and employment.
Tier III – Includes investments in corridors and modal alternatives which will not be
effective investments prior to 2031 unless there are substantial changes in patterns of
growth that are projected for the region.
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Figure 9-2: Corridor/Modal Alternatives by Tier
Tier
Tier I
Tier II
Tier III
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Corridor/Local Route
Mode
Airport
Limited Stop Bus
Broad Street
Bus Rapid Transit (Phase I)
I-95 North
Commuter Bus
I-95 South
Commuter Bus
I-64 East
Commuter Bus
Midlothian
Commuter Bus
Mechanicsville
Commuter Bus
Route 1 North
Local Bus
Route 1 South
Local Bus
Route 5
Local Bus
Hull Street Local Bus
Local Bus
I-64 West
Commuter Bus
Powhatan
Commuter Bus
Broad St
Bus Rapid Transit (Phase II)
Broad St
Feeder Buses (8 routes)
Chesterfield
Local Buses (2 routes)
Mechanicsville
Local Buses (3 routes)
Midlothian
Local Bus
Route 288
Local Bus
Broad Street
Light Rail Transit
Midlothian
Commuter Rail
I-95 North
Commuter Rail
Airport
Light Rail Transit
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Map 9-2: Tier I Service Diagram
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Map 9-3: Tier II Service Diagram
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Map 9-4: Tier III Service Diagram
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Implementation of the recommended services carries with it capital costs for needed
equipment as well as operating subsidies.
Capital Costs:
Figure 9-3 provides a summary of projected capital costs based on a proposed initial service
plan (i.e. route, frequency, and span of service) for Tier I, Tier II, and Tier III
recommendations. Capital costs could increase if more frequent service is required to satisfy
demand. Tier I recommendations would cost approximately $52 million in 2006 dollars.
Capital costs increase to nearly $680 million to implement Tier II, and nearly $1,600 million
to implement Tier III. As Figure 9-3 shows, several of the bus services that provide service in
Tier I and Tier II are eliminated in Tier III in favor of fixed-guideway services. For example,
commuter bus service to Ashland (I-95 North corridor) and Midlothian, as well as the Broad
Street BRT and the Airport Limited Stop bus services are replaced with light rail and
commuter rail services.
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Figure 9-3: Projected Capital Costs (in millions of 2006 dollars)
Corridor/Local Route
Tier I
Tier II
Tier III
Airport Limited Stop Bus
$1.8
$1.8
--
Broad Street BRT
$26.3
$54.4
--
I-95 North Commuter Bus
$2.9
$2.9
--
I-95 South Commuter Bus
$2.4
$2.4
$2.4
I-64 East Commuter Bus
$3.9
$3.9
$3.9
Midlothian Commuter Bus
$3.9
$3.9
--
Mechanicsville Commuter Bus
$3.9
$3.9
$3.9
Route 1 North Local Bus
$2.1
$2.1
$2.1
Route 1 South Local Bus
$2.1
$2.1
$2.1
Route 5 Local Bus
$1.3
$1.3
$1.3
Hull Street Local Bus
$1.3
$1.3
$1.3
I-64 West Commuter Bus
--
$3.9
$3.9
Powhatan Commuter Bus
--
$2.9
$3.9
Broad St Feeder Buses (8 routes)
--
$7.6
$7.6
Chesterfield Local Buses (2 routes)
--
$8.4
$8.4
Mechanicsville Local Buses (3 routes)
--
$3.4
$3.4
Midlothian Local Bus
--
$1.7
$1.7
Route 288 Crosstown Local Bus
--
$4.6
$4.6
Broad Street Light Rail
--
--
$973.0
Midlothian Commuter Rail
--
$80.0
$80.0
Ashland Commuter Rail
--
$91.0
$91.0
Airport Light Rail
--
$395.0
$395.0
Total
$52.0
$678.5
$1,589.5
Operating Costs:
Figure 9-4 provides a summary of operating costs based on a proposed initial service plan (i.e.
route, frequency, and span of service) for Tier I, Tier II, and Tier III recommendations. This
includes the cost of existing services. Operating costs would increase if more frequent service
is required to satisfy demand. Tier I recommendations would cost approximately $43.6
million per year. Operating costs increase to $63.4 million for Tier II and $90.0 million for
Tier III. As Figure 9-4 shows, several of the bus services that provide service in Tier I and
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Tier II are eliminated in Tier III in favor of fixed-guideway services. For example, commuter
bus service to Ashland (I-95 North corridor) and Midlothian, as well as the Broad Street BRT
and the Airport Limited Stop bus services are replaced with light rail and commuter rail
services.
Figure 9-4:Projected Operating Costs (in millions of 2006 dollars)
Corridor/Local Route
Tier
I
Existing Service
$31.0 $31.0
$31.0
Airport Limited Stop Bus
$0.7
$0.7
--
Broad Street BRT
$3.0
$4.9
--
I-95 North Commuter Bus
$0.4
$0.4
--
I-95 South Express Bus
$1.6
$1.6
$1.6
I-64 East Commuter Bus
$0.5
$0.5
$0.5
Midlothian Commuter Bus
$0.3
$0.3
--
Mechanicsville Commuter Bus
$0.1
$0.1
$0.1
Route 1 North Local Bus
$1.6
$1.6
$1.6
Route 1 South Local Bus
$2.0
$2.0
$2.0
Route 5 Local Bus
$1.2
$1.2
$1.2
Hull Street Road
$1.2
$1.2
$1.2
I-64 West Commuter Bus
--
$0.5
$0.5
Powhatan Commuter Bus
--
$0.6
$0.6
Broad St Feeder Buses (8 routes)
--
$5.3
$5.3
Chesterfield Local Buses (2 routes)
--
$5.4
$5.4
Mechanicsville Local Buses (3 routes)
--
$3.0
$3.0
Midlothian Local Bus
--
$1.6
$1.6
Route 288 Crosstown Local Bus
--
$1.6
$1.6
Broad Street Light Rail
--
--
$20.7
Midlothian Commuter Rail
--
--
$2.0
Ashland Commuter Rail
--
--
$2.5
Airport Light Rail
--
--
$7.6
Total
$43.6 $63.4
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Tier II
Tier III
$90.0
9-19
Figure 9-5 shows the funding gap between operating costs and the projected amount of nonlocal operating funds that will be available to the Richmond region in 2016 and 2031. This
represents the minimum level of regional operating funds needed if all of the routes are
implemented. In reality, federal and state funding programs require a local match. To
implement Tier I recommendations the projected operating gap is $18.6 million and increases
to $34.3 million to implement Tier II. The projected operating gap for Tier III depends on the
implementation year, but is estimated to be less than $60.9 million. These figures include the
cost of complimentary paratransit services, which adds between $0.3 million and $1.2 million
to projected operating costs.
Figure 9-5: Projected Annual Operating Funds Gap (in millions of 2006 dollars)
Tier I
Tier II
Tier III
Projected Operating Costs
$43.6
$63.4
$90.0
Projected Operating Funds (non-local sources)
$25.0
$29.1
>$29.1
Projected Funding Gap (local share)
$18.6
$34.3
<$60.9
The analysis shows that absent more rapid growth in state and federal transit funding than has
occurred since 1996, local funding would need to be an ever increasing portion of operating
funds. Realization of this funding level would require either that local governments devote
larger amounts to transit from general revenues or that mechanisms be established to generate
additional funding sources in the Richmond region.
Institutional Recommendations
The Richmond Regional Mass Transit Study recommends that the following actions be taken
on a regional level for the expansion of public transportation services in the region:
•
•
•
•
•
Create a regional transit authority
Establish a secure dedicated regional source of funding
Encourage transit supportive land use
– Higher residential, employment and commercial densities
– Mixed use development
– Short blocks, grid patterns and reduced setback requirements
Provide transit supportive services
– Improve pedestrian and bicycle facilities
– Expand Employer supported transit pass programs
– Expand emergency ride home program to cover the entire Richmond region
Expand demand responsive service for elderly and disabled persons to the entire
region
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Conclusions
The Regional Mass Transit Study fulfills the mission of providing a technical analysis of the
most feasible means to expand transit services in the region during the next 25 years and
create a truly regional mass transit system. The key components of such a system are:
•
•
•
•
•
•
A reliance on bus services for public mobility;
A continuation of the “spoke and hub” orientation, with most service designed to carry
travelers back and forth from the downtown core area;
Incremental expansion of local bus service in higher density areas coupled with
express services focused on park ‘n ride lots in suburban locations;
Expansion and coordination of demand responsive transportation to serve the
increasing population of elderly and disabled;
Creation of a new institutional structure to administer the system and generate reliable
funding;
Encouraging higher density housing and employment centers, and providing transit
supportive design features (e.g., sidewalks).
Implementation of the recommendations hinges on legislative action at the state level to
establish an effective institutional structure, as well as local government actions to create
more transit-friendly development patterns.
Intercity Passenger Rail
The Richmond region is located at the juncture of two of the nation’s most important rail
corridors. It is located at the southern end of Amtrak’s Northeast Corridor (NEC) which runs
from Boston to Newport News via New York, Philadelphia, Baltimore, Washington D.C., and
Richmond. Within Virginia, the NEC service comprises 184 miles, and includes stops at
Alexandria, Franconia/Springfield, Woodbridge, Quantico, Fredericksburg, Ashland,
Richmond (Staples Mill Road/Greendale Station and Main Street Station), Williamsburg and
Newport News. A total of 27 southbound and 28 northbound trips are made each week along
this corridor.
The Richmond region is also located at the northern end of the Southeast High Speed Rail
(SEHSR) Corridor; one of the five original national corridors designated under the Intermodal
Surface Transportation Efficiency Act of 1991 (ISTEA) which authorized a program of highspeed rail corridors nationwide. The SEHSR corridor was first designated by the U.S.
Department of Transportation in 1992, and ran from Washington D.C. to Charlotte, North
Carolina (NC) via Richmond and Raleigh, NC. Its original designation was extended to
include South Carolina, Georgia and Florida. The SEHSR corridor has also been extended to
include a link between Richmond and Hampton Roads.
Richmond area residents are served by two primary north-south routes operated by Amtrak:
•
New York-Washington-Raleigh-Jacksonville (Silver Meteor/Silver Star/Palmetto
service) – This Amtrak route includes 175 miles in Virginia, with stops at Alexandria,
Quantico, Fredericksburg, Richmond, and Petersburg. Three southbound and three
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northbound trains operate each day along this route, resulting in 21 weekly northbound
and 21 weekly southbound trips.
•
New York-Washington-Raleigh-Charlotte (Carolinian service) – The Carolinian
service traverses 175 miles in Virginia, with stops in Alexandria, Quantico,
Fredericksburg, Richmond, and Petersburg. One train trip is made daily in the
northbound and southbound directions.
As noted in the Virginia State Rail Plan published by the Virginia Department of Rail and
Public Transportation (VDRPT), total Amtrak ridership in Virginia has been relatively flat,
falling within the range of 800,000 to 950,000 riders per year between 1993 and 2002. Four
stations (Staples Mill , Lorton, Newport News, and Alexandria) account for around 75 percent
of Amtrak boardings and alightings in Virginia. Many believe that Amtrak’s inability to grow
its ridership – especially in higher density corridors such as Richmond-Washington, D.C., and
Hampton Roads-Richmond – is because of issues of reliability, service speed, and service
availability. If rail performance can be improved on these routes, then substantial ridership
increases are possible.
Towards this end, several initiatives (studies, projects and services) are underway to enhance
passenger rail service for intercity travel. A summary of these initiatives is provided below.
In-depth information on these passenger rail initiatives (plus others within the Commonwealth
of Virginia), along with continuous updates and status reports, is available from VDRPT’s
website -- www.drpt.virginia.gov.
Mid-Atlantic Rail Operations Study
On a broad scale, Virginia partnered with the states of Maryland, Delaware, Pennsylvania,
and New Jersey, along with the I-95 Corridor Coalition and three railroads (Amtrak, NS, and
CSX) to conduct the Mid-Atlantic Rail Operations Study (MAROps). MAROps examined
the operational efficiency and capacity of the rail lines parallel to I-95 and I-81, to identify
strategies to increase the efficiency and attractiveness of rail (for both passengers and freight)
and reduce pressure on I-95, I-81, and other major multistate highway corridors. MAROps
has recommended a 20-year, $6.2 billion ($1.3 billion in Virginia) public-private investment
program to implement 71 “chokepoint” elimination projects in five states.
Southeast High-Speed Rail Corridor and Richmond to Hampton Roads Passenger Rail
As noted previously, the Southeast High-Speed Rail Corridor (SEHSR) would extend highspeed rail service south from Washington, D.C., to Richmond, Virginia, and on to Raleigh
and Charlotte, North Carolina. Within Virginia, the SEHSR program proposes improvements
in three different corridor segments – Washington, D.C. to Richmond; Richmond to
Petersburg; and Petersburg to the North Carolina state line. Benefits of extending high-speed
rail are likely to include: faster, more reliable service; increased ridership and diversion from
automobile; and reduced highway impacts.
In 1996, VDRPT successfully petitioned the U.S. DOT to designate an extension of the
SEHSR corridor from Richmond to Hampton Roads. VDRPT has been studying two possible
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alternatives for this service. One option is to provide service on the CSX line that parallels I64 down the peninsula, which currently accommodates Amtrak service to Williamsburg and
Newport News. The second option is for trains to travel south from Richmond to Petersburg,
and then connect to the NS line that parallels U.S. Route 460 and terminates in Norfolk.
Feasibility studies of higher speed rail service have been completed for both lines. The I-64
Major Investment Study, which was completed by VDOT in 1999, includes recommendations
for double tracking the entire rail corridor, increasing the maximum train speed to 110 mph,
and increasing the frequency to eight round trips per day. In 2002, a feasibility study of highspeed rail service in the Route 460 rail corridor was completed, and similar recommendations
for implementing high-speed rail service were made.
Bristol to Richmond and Washington, D.C. (TransDominion Express)
Several reports have been prepared evaluating the potential of operating rail passenger service
between Bristol to Richmond and Washington, D.C. The proposed service, known as the
“TransDominion Express” (TDX), would link Southwestern Virginia to Richmond via
Lynchburg, and link Southwestern Virginia to Washington, D.C. via Lynchburg and
Charlottesville. Such a service would provide improved transportation connectivity,
passenger choice, and economic development opportunity.
Main Street Station Initiative
The continuing effort to renovate and upgrade Richmond’s historic Main Street Station is an
important element in providing high-speed passenger rail with direct service to downtown
Richmond. In addition to the restoration of the station edifice, this initiative shares some of
the track infrastructure needs outlined in the MAROps study. Limited passenger rail service
returned to Main Street Station in Fall, 2003. Significant future investment will be needed,
however, for this facility to function as a true multimodal center.
GRTC Richmond/Fredericksburg Express
Richmond area residents have available public transit (express bus) service that provides daily
trips, Monday thru Friday, between Richmond and Fredericksburg. The express bus service
provides a connection to access the existing commuter rail service between Fredericksburg
and Washington, D.C. (Washington area commuter rail service is operated by Virginia
Railway Express (VRE)). The Richmond/Fredericksburg express bus service is provided
under contract to GRTC, with the vehicles being “tour” buses offering plush seating, overhead
storage, Wi-Fi access and a bathroom on board. Two morning, and two evening trips are
provided, accessing the Rte. 208 park and ride lot adjacent to the VRE train station in
Fredericksburg. At this time, there are approximately 60 riders per day using the
Richmond/Fredericksburg Express service.
Intercity Passenger Rail Summary
The 109th U.S. Congress in 2005 created the National Surface Transportation Policy and
Revenue Study Commission to provide a national surface transportation vision, including
policy and funding recommendations to preserve and enhance the surface transportation
system of the United States for the next 50 years. To provide the Commission with
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recommendations for implementing a national intercity passenger rail system, the Passenger
Rail Working Group (PRWG), comprised of intercity passenger rail experts and
transportation professionals was established. As noted in its December 2007 report “Vision
for the future: U.S. Intercity Passenger Rail Network Through 2050,” the efforts to improve
intercity passenger rail are manifold. As the report states:
The expansion of intercity passenger rail would improve the nation’s
transportation system by reducing congestion on other modes and offering
mobility options to travelers. It would also address important national goals
related to climate change and energy use. National data indicate that passenger
rail is more energy efficient than air and auto transport and that its expansion
will reduce CO2 emissions, which contribute to global warming. Among the
benefits analyzed in this report, the PRWG notes that intercity passenger rail
can:
•
•
•
•
•
•
•
•
relieve highway and airway congestion;
improve public safety and air quality;
reduce fuel consumption per passenger mile, potentially reducing the
nation’s dependence on imported oil;
help mitigate the negative impacts of short or prolonged energy supply
disruptions and energy price increases;
provide land use and travel pattern changes that could improve air and
water quality, as well as aesthetic appeal;
provide mobility and economic development opportunities to smaller
communities with little or no other access to public transport;
assure a redundant transportation mode for use in emergency situations;
and
provide a mobility option for individuals who do not drive or fly.”
It is therefore apparent that intercity passenger rail has numerous unrealized benefits for the
Richmond area. The RAMPO will continue to coordinate with VDRPT and others to help
ensure that practical investments are made to improve intercity passenger rail services.
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