CENTRAL OREGON REGIONAL TRANSIT MASTER PLAN

Central Oregon Regional Transit Master Plan | Volume II: Surveys and Market Research

Central Oregon Intergovernmental Council

Nelson\Nygaard Consulting Associates Inc. | i


CENTRAL OREGON REGIONAL TRANSIT MASTER PLAN

Volume IV: Service Plan

Appendices A-B

July 2013

Regional Transit Master Plan| Volume IV Service Plan


Nelson\Nygaard Consulting Associates Inc. | i

Table of Contents

Page

APPENDIX A Transit Demand Estimates Methodology ..................................................... A-1

APPENDIX B Service Planning Data ...................................................................................B-1 Overall Performance Data ................................................................................................................... B-1 Community Connector ............................................................................................................................ B-2 Local Public Bus (General Public Dial-A-Ride) ............................................................................... B-14

Table of Figures

Page

Figure A-1 Data Sources .......................................................................................................................... A-2

Figure A-2 Explanation of Adjustment Factors and Rating Methodology ..................................... A-5

Figure A-3 Local Adjustments .................................................................................................................. A-6

Figure A-4 Supporting Data for Local Adjustments and Projected 2030 Baseline Ridership ................................................................................................................................. A-6

Figure A-5 Regional Adjustments ........................................................................................................... A-7

Figure A-6 Supporting Quantitative Data for Regional Adjustments and Projected 2030 Baseline Linked Transit Trips ................................................................................... A-8

Figure B-1 Regional Ridership Data, October 2012.......................................................................... B-1

Figure B-2 Regional Ridership Data, Average, October-March 2013 .......................................... B-2

Figure B-3 Regional Vehicle Capacity .................................................................................................. B-2

Figure B-4 Daily Boardings by Community Connector Route, October 2012 ............................... B-4

Figure B-5 Daily Boardings by Community Connector Route, January 2013 ............................... B-4

Figure B-6 Daily Boardings by Trip, Route 24 Bend-Redmond, October 2012 ........................... B-5

Figure B-7 Daily Boardings by Trip, Route 24 Bend-Redmond, January 2013 ........................... B-5

Figure B-8 Daily Boardings by Trip, Route 26 Redmond-Prineville, October 2012 ................... B-6

Figure B-9 Daily Boardings by Trip, Route 26 Redmond-Prineville, January 2013 .................... B-6

Figure B-10 Daily Boardings by Stop, Route 26 Redmond-Prineville, October 2012 (AM) .......................................................................................................................................... B-7

Figure B-11 Daily Boardings by Stop, Route 26 Redmond-Prineville, January 2013 (AM)......... B-7

Figure B-12 Daily Boardings by Stop, Route 26 Redmond-Prineville, October 2012 (PM) ........ B-8

Figure B-13 Daily Boardings by Stop, Route 26 Redmond-Prineville, January 2013 (PM) ......... B-8

Figure B-14 Daily Boardings by Trip, Route 30 Bend-La Pine, October 2012............................... B-9

Figure B-15 Daily Boardings by Trip, Route 30 Bend-La Pine, January 2013 ............................... B-9

Figure B-16 Daily Boardings by Trip, Route 22 Redmond-Madras, October 2012 ................... B-10

Figure B-17 Daily Boardings by Trip, Route 22 Redmond-Madras, January 2013 ................... B-10

Figure B-18 Daily Boardings by Stop, Route 22 Redmond-Madras, October 2012 ................. B-11

Figure B-19 Daily Boardings by Stop, Route 22 Redmond-Madras, January 2013 .................. B-11

Figure B-20 Daily Boardings by Trip, Route 28 Redmond-Sisters, October 2012 ..................... B-12

Figure B-21 Daily Boardings by Trip, Route 28 Redmond-Sisters, January 2013 ...................... B-12

Figure B-22 Daily Boardings by Stop, Route 28 Redmond-Sisters, October 2012 .................... B-13

Figure B-23 Daily Boardings by Stop, Route 28 Redmond-Sisters, January 2013 ..................... B-13

Figure B-24 Redmond Local Public Bus Vehicles by Time, Daily Average 11/5 - 11/9/2012 ......................................................................................................................... B-14



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Figure B-25 Redmond Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Table) ........................................................................................................... B-15

Figure B-26 Redmond Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Chart)............................................................................................................ B-15

Figure B-27 La Pine Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Table) ................................................................................................................................... B-16

Figure B-28 La Pine Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Chart) ................................................................................................................................... B-16

Figure B-29 Madras-Culver-Metolius Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Table) ............................................................................................. B-17

Figure B-30 Madras-Culver-Metolius Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Chart) .............................................................................................. B-17

Figure B-31 Prineville Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Table) ........................................................................................................... B-18

Figure B-32 Prineville Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Chart)............................................................................................................ B-18

Figure B-33 Sisters Local Public Bus Rides by Time, 11/6/2012 (Table) ..................................... B-19

Figure B-34 Sisters Local Public Bus Rides by Time, 11/6/2012 (Chart) ...................................... B-19

Figure B-35 Terrebonne Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Table) ........................................................................................................... B-20

Figure B-36 Terrebonne Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Chart)............................................................................................................ B-20



COIC - Nelson\Nygaard Consulting Associates Inc. | A-1

APPENDIX A TRANSIT DEMAND ESTIMATES METHODOLOGY

This appendix describes the approach taken to assess future transit market potential for both

local intra-community trips and regional inter-city trips. The purpose of this assessment was to

identify those transit markets in the CET service area that have strong potential for future service

enhancements. Based on the results of the assessment, potential service types were identified

that are appropriate for serving intra-community and inter-community trips in these transit

markets and service concepts were developed.

Methodology

Demand/Ridership Estimation Approach

The project team used the following approach1 to develop estimates of future transit demand in

and between the communities in the CET service area:

The regional travel demand model provided the number of

daily trips within and between cities in both current and

future years.

The 2003 base year for the model was adjusted to the

current year (2012), assuming constant annual

growth.

Other sources were be used to validate/supplement

the model, e.g., work trips (U.S. Census LEHD).

Existing ridership data (2012) was used to determine the

existing transit mode split (the travel demand model does

not address transit).

Market potential was evaluated qualitatively based on a

series of adjustment factors (see below).

The existing mode split was adjusted and used to estimate

future (2030) transit market potential.

1 In the initial version of this memo, a “population segmentation” method was planned for the intra-community demand estimates, anticipating that travel demand model data would not be available for intra-community trips. This method utilizes population data from the U.S. Census, broken out by age, and per-capita transit trip rates from the National Household Travel Survey (NHTS). These broad average trip rates would then need to be adjusted for local conditions. However, regional travel demand model data was available for all local communities and this alternative method was not required.

Total Trips(Travel Demand Model)

Transit Trips(CET Ridership Data)

Actual Transit Mode Split

Potential Transit Trips (including latent demand)

Potential Transit Trips (including latent demand)

Assign Low, Medium, or High rating

Assess Market Potential

Adjust Mode SplitAdjust Mode Split




Data Inputs

Figure A-1 summarizes the key data inputs and identifies whether they were used to estimate local

and/or regional transit demand.

Figure A-1 Data Sources

Data Source Local Regional

Travel demand model, current (2003) and future (2030) years, by trip purpose X X

Work-based travel flows, LEHD, 2010 X X

Existing transit ridership (Community Connector and Local Public Bus), CET, 2012 X X

Community preferences survey (conducted region-wide) in 2012 X X

On-board passenger surveys (Community Connector and Local Public Bus) – trip purpose, origin-destination, transfer patterns, etc.)

X X

Population, 2010 Census, by age X

Mode Split Adjustments

When people choose to use transit they must weigh a number of complex and inter-related factors

before deciding it is the right mode for them. For example, people must consider the cost, time,

and convenience of all of their travel options before making a decision. While people are adept at

making these complex decisions, and can do so with relative ease, it is much more difficult to

predict future transit travel behavior based solely on model data. Still, model data is the best

place to start and provides planners with a basis from which to estimate how many of those trips

could potentially be made on transit.

To help refine the demand estimation process, a number of “adjustment factors” (first column of

Figure A-2) were used to make an assessment of the future market potential for transit. Each

factor was assessed on a Low-Medium-High rating scale, based on data and/or local knowledge,

and each local community or regional travel corridor was assessed as having either a Low,

Medium or High potential for future transit enhancements. A rating of Low does not necessarily

mean that transit demand is low, but rather that the potential for enhancements over what is

currently being provided is low.

Figure A-2 identifies the data source for each adjustment factor and describes how these factors

were evaluated within each community and for each regional connection (origin-destination pair).

The project team developed an initial assessment, requested that TAC members provide input

and/or modify/refine the initial assessment based on their knowledge and understanding of each

community and the region, and revised the assessment based on feedback received.

Figure A-3 provides an assessment table for local communities; Figure A-4 provides supporting

quantitative data for intra-community travel that can be used as reference for the adjustments in

Figure A-3.

Figure A-5 provides an assessment table for regional connections; Figure A-6 provides supporting

quantitative data for inter-community travel that can be used as reference for the adjustments in

Figure A-5




2012 Estimated Transit Mode Split and 2030 Baseline Transit Ridership

Figure A-4 (intra-community) and Figure A-6 (inter-community) include the following estimates.

Existing (2012) ridership and mode split2. For inter-community trips, it should be

emphasized that transit ridership represents linked trips, i.e., a trip from Prineville to

Bend is counted as a single linked trip, but represents two unlinked trips — one on the

Prineville – Redmond and one on the Redmond – Bend Community Connector routes.3

For each transit market (origin-destination for the linked transit trip), the 2012 mode

split was calculated as 2012 linked transit trips divided by the 2012 number of total trips,

from the travel demand model.4 The Existing Conditions Volume and Appendix B of this

volume provide additional background on existing use of the Community Connector

service, including unlinked trips, productivity, and existing vehicle capacity.

Unadjusted baseline 2030 transit ridership estimate. This represents projected

2030 travel demand assuming the estimated 2012 mode split. It does not reflect response

to potential service changes, which could help attract unmet demand. Although this

estimate is a useful data point, it reflects a degree of uncertainty in existing linked transit

trips and total trips, as described in footnotes. Its primary use is for comparing ridership

estimates for specific service enhancements to the baseline level (no enhancements) in

each transit market, i.e., on a relative rather than absolute basis.

2 Mode split is the share of all trips for a particular travel mode. It is differentiated from mode share, which typically describes use of a particular mode for work trips, such as in the American Community Survey. The transit mode split is typically lower than the transit mode share.

3 The number of linked trips was estimated based on the on-board survey conducted on Community Connector routes, which provided a sample of passenger origin-destination patterns over an approximately week-long period. A more comprehensive survey that captures origin-destination patterns of all Community Connector riders on a given day would allow a more accurate estimate of linked trips to be developed.

4 The number of total trips in 2012 was a straight-line estimate assuming a constant rate of growth between 2003 and 2030 (the base and future years for the model). Due to the economic downturn, this likely overstates actual 2012 travel demand (particularly for work trips), and therefore results in a lower mode split.




Summary

In summary, for each community or travel corridor, the travel demand model and existing

ridership data were used identify the number of overall trips, projected growth in overall travel

demand, the number of transit trips, the existing transit mode split (transit’s share of each travel

market). Based on this data, an assessment of individual transit market factors and overall transit

market potential was developed. The overall assessment of future market potential was primarily

used to:

Identify the transit markets with the greatest future potential.

Identify potential future service types for each community or travel corridor.

Serve as the basis for developing local and regional service options.

.




Figure A-2 Explanation of Adjustment Factors and Rating Methodology

Method for Adjustments - Relative Rating Scale

Adjustment Factor Data Source Local Community Regional (O-D Pair) Explanation of Low-Medium-High Rating Scale

Existing Transit Ridership (Regional) or Utilization (Local)

CET ridership data and 2010 Census

Quantitative - relative ranking of intra-community transit ridership

Quantitative - relative ranking of inter-community transit ridership

A high rating indicates the presence of existing transit demand. For local communities this is considered relative to population.

Growth in Travel Demand (2012-2030)

Travel demand model Quantitative - relative ranking of intra-community travel demand growth

Quantitative - relative ranking of inter-community travel demand growth

A high rating is related to the projected rate of future travel growth in a local or inter-community travel market. It also requires the presence of a minimum level of overall travel demand.

Worker flows U.S. Census Bureau Longitudinal Employer-Household Dynamics (LEHD) commute patterns data and/or local knowledge

Quantitative - relative ranking of intra-community work flows

Can be adjusted qualitatively based on future expectations for 2030

Quantitative - relative ranking of inter-community work flows

Can be adjusted qualitatively based on adjustments to the local community rating

A high rating indicates the presence of a large number of workers (i.e., potential transit riders) in a local or regional travel market.

Presence of major regional activity centers and non-work generators

Activity centers map and local knowledge

Qualitative assessment for each community

Assigned based on the local rating for the destination community

A high rating indicates that a local community has activity centers that would attract non-work trips, such as medical facilities, community college, social service agency, etc.

Travel distance and/or congestion (monetary cost and time constraints)

Local knowledge and/or travel demand model


Qualitative assessment for each O-D pair

A high rating implies long travel distances and therefore a higher cost of driving (e.g., cost of gas). It is assumed based on the travel demand model that no significant congestion constraints will develop on intercity travel corridors.

Parking constraints, e.g., availability, time limits, monetary cost, etc.

Local knowledge Qualitative assessment for each community – may include future (2030) expectations


A moderate rating indicates that parking constraints are present today (e.g., time limited parking in downtown Bend or constrained availability at COCCC), or are expected to develop by 2030. High parking constraints are not anticipated in any community by 2030.

Local transit connections

Existing transit service Qualitative assessment for each community – may include future (2030) expectations


A high rating is related to the quality and availability of transit service, e.g., fixed-route service six days per week in Bend vs. local Dial-A-Ride only one day per week in Sisters.

Community support Local knowledge and community preferences survey data



A high rating reflects perceived community support for service within a community or on a particular connection.

Overall assessment of future market potential

- Qualitative assessment for each community

Qualitative assessment for each O-D pair

A high rating indicates strong overall potential for future growth in a local or regional travel market.




Figure A-3 Local Adjustments

Adjustment Factors for Transit Mode Share (Current and/or Future Conditions) – Relative to Region

Communities Transit

Utilization

Growth in Travel Demand

(2012-30)

Work Flows Activity Centers

& Non-Work Generators

Travel Time and Cost

Parking Constraints

Local Transit Connections

Community Support

Future Market Potential

Rating Method / Data Source

Quantitative (CET) J-L

Quantitative (Travel Model) F

Quantitative (Model/LEHD) H-I

Qualitative Qualitative Qualitative Qualitative Qualitative Qualitative

Assessment

Bend H H H H L M H M High

Redmond M H M M L L M H High

Prineville L M M L L L M M Medium

Madras L L M L L L M M Medium

Culver/Metolius L N/A L L L L L M Low

Sisters L H L L L L L M Low

La Pine M M L L L L M M Low

Notes: Letters for quantitative data sources refer to columns in Figure A-4.

Figure A-4 Supporting Data for Local Adjustments and Projected 2030 Baseline Ridership

Notes: (A/B) For city. CET local service area may extend beyond city limits, e.g., La Pine. (D) Extrapolated based on average 2003-2030 growth rate. (H) Limited to Home-Based Work (HBW) trips, extrapolated to 2010 based on the change in LEHD primary jobs between 2003-2010. (I) Represents twice the number of LEHD primary jobs in 2010 (for comparison to model data, which represents one-way trips). (M) Assumes 2012 mode split in 2030.

A B C D E F G H I J K L M

HBW Trips Work Trips

2010 2010 2003 2012 2030 2003-30 2003-30 2010 2010 2012 2012/2010 2012 2030

Bend 76,639 2,304 196,514 227,817 286,947 46.0% 1.8% 38,341 33,592 1,728 22.6 0.76% 2,177

Redmond 26,215 1,561 44,218 75,482 134,536 204.3% 7.9% 10,256 4,374 239 9.1 0.32% 425

Prineville 9,253 847 21,832 31,847 50,766 132.5% 5.1% 6,010 2,408 67 7.2 0.21% 107

Madras 6,046 1,204 30,132 38,646 54,728 81.6% 3.1% 7,200 1,700 39 6.4 0.10% 55

Culver/Metolius 2,067 1,767 N/A N/A N/A N/A N/A N/A 13 15 7.4 N/A 21

Sisters 2,038 1,090 3,101 5,363 9,636 210.7% 8.1% 679 230 17 8.1 0.31% 30

La Pine 1,653 237 1,772 2,504 3,886 119.3% 4.6% 175 50 37 22.5 1.49% 58

OVERALL (excl. Bend) 47,272 - 101,055 153,843 253,552 150.9% 5.8% 24,320 8,775 413 8.7 0.27% 696

OVERALL (with Bend) 123,911 - 297,569 381,660 540,499 81.6% 3.1% 62,661 42,367 2,142 17.3 0.56% 2,873

Average

Annual %

Change

Communities

LEHD Live &

Work in

Community

CET Daily

Ridership

Transit

Mode SplitPopulation

Population

Density

(Per Sq.

Mi.)

Census

Model

Base Year

Model

Intermediate

Estimate

Model

Future Year

Transit TripsTravel Demand Model - All Trips

Model

Intermediate

Estimate

Baseline

Projected

Daily Transit

Ridership

Daily Trips

per 1000

People

Total Change




Figure A-5 Regional Adjustments

Adjustment Factors for Transit Mode Share (Current and/or Future Conditions)

From To

Existing Transit

Ridership

Growth in Travel

Demand (2012-30)

Work Flows

Activity Centers & Non-Work

Generators

Travel Time and

Cost

Parking Constraints

Local Transit

Connections

Community Support

Future Market

Potential

Rating Method /Data Source

Quantitative (CET) H

Quantitative (Model) D

Quantitative (LEHD) G

Qualitative Qualitative Qualitative Qualitative Qualitative Qualitative

Redmond Redmond see local table -

Bend H M H H M M H H High

Prineville M M M M M L M M High

Madras Area M M M L M L M M Medium

Sisters L H M L M L L L Low

La Pine - - - L - L M - -

Bend Redmond H M H M M L M M High

Bend see local table -

Prineville M L H M M L M M High

Madras Area M L M L H L M L Low

Sisters L L M L M L L L Medium

La Pine M H M L M L M L Medium

Prineville Redmond M M M M M L M M High

Bend M L H H M M H M High

Prineville see local table -

Madras Area - M L L M L M - Low

Sisters L - - L H L L L -

La Pine - - - L H L M - -

Madras Area

Redmond M M M M M L M M Medium

Bend M L M H H M H M Low

Prineville - M L M M L M - Low

Madras Area see local table Medium

Sisters L - - L H L L L -

La Pine - - - L H L M - -

Warm Springs L N/A M M M L L ? Medium

Sisters Redmond L H L M M L M M Low

Bend L L M H M M H M Low

Prineville L L L M H L M L -

Madras Area L L L L H L M L -

Sisters see local table -

La Pine - M L L H L M - -

La Pine Redmond - H L M H L M - -

Bend M H L H M M H H Medium

Prineville - H L M H L M - -

Madras Area - H L L H L M - -

Sisters - M L L H L L - -

La Pine see local table -




Figure A-6 Supporting Quantitative Data for Regional Adjustments and Projected 2030 Baseline Linked Transit Trips

A B C D E F G H I J

HBW Trips Work Trips

2003 2012 2030 2003-30 2003-30 2010 2010 2012 2012 2030

Redmond

Bend 4,902 6,906 10,692 118.1% 2.1% 2,111 2,178 51 0.7% 79

Prineville 625 895 1,403 124.5% 2.2% 246 199 17 1.9% 27

Madras Area 611 924 1,516 148.2% 2.5% 177 168 16 1.7% 26

Sisters 192 325 575 199.4% 3.0% 84 78 3 1.0% 6

La Pine 2 3 5 233.5% 3.2% 1 16 0 0.0% -

Redmond 4,902 6,906 10,692 118.1% 2.1% 2,111 1,636 51 0.7% 79

Bend

Prineville 433 420 395 -8.6% -0.2% 83 325 16 3.7% 15

Madras Area 399 402 408 2.1% 0.1% 32 113 13 3.2% 13

Sisters 403 547 817 102.6% 1.9% 96 201 1 0.2% 1

La Pine 176 279 473 168.6% 2.7% 120 256 21 7.4% 35

Redmond 625 895 1,403 124.5% 2.2% 246 291 17 1.9% 27

Bend 433 420 395 -8.6% -0.2% 83 430 16 3.7% 15

Prineville

Madras Area 101 139 211 109.9% 2.0% 44 62 0 0.0% -

Sisters 3 3 4 62.9% 1.3% 2 8 4 50.6% 2

La Pine 0 0 0 230.6% 3.2% 0 9 0 0.0% -

Redmond 611 924 1,516 148.2% 2.5% 177 115 16 1.7% 26

Bend 399 402 408 2.1% 0.1% 32 104 13 3.2% 13

Prineville 101 139 211 109.9% 2.0% 44 41 0 0.0% -

Madras Area

Sisters 3 4 6 71.0% 1.4% 2 1 1 23.3% 1

La Pine 0 0 0 252.3% 3.4% 0 2 0 0.0% -

Warm Springs - - - - - - 351 2 N/A N/A

Redmond 192 325 575 199.4% 3.0% 84 24 3 1.0% 6

Bend 403 547 817 102.6% 1.9% 96 80 1 0.2% 1

Prineville 3 3 4 62.9% 1.3% 2 5 4 81.0% 3

Madras Area 3 4 6 71.0% 1.4% 2 3 1 23.3% 1

Sisters

La Pine 0 0 0 160.4% 2.6% 0 2 0 0.0% -

Redmond 2 3 5 233.5% 3.2% 1 7 0 0.0% -

Bend 176 279 473 168.6% 2.7% 120 70 21 7.4% 35

Prineville 0 0 0 230.6% 3.2% 0 3 0 0.0% -

Madras Area 0 0 0 252.3% 3.4% 0 1 0 0.0% -

Sisters 0 0 0 160.4% 2.6% 0 1 0 0.0% -

La Pine

OVERALL 15,699 21,693 33,014 110.3% 2.0% 5,997 6,780 286 1.3% 435

Average

Annual %

Change

Model

Intermediate

Estimate

LEHD

Commute

Flows

CET Daily

Ridership

(Linked

Trips)

From

Transit

Mode Split

Model

Base Year

Intermediate

Estimate

To

Model

Future YearTotal Change

La Pine

Redmond

Bend

Prineville

Sisters

Madras Area

Baseline

Projected

Transit

Ridership

Transit TripsTravel Demand Model - All Trips



COIC - Nelson\Nygaard Consulting Associates Inc. | B-1

APPENDIX B SERVICE PLANNING DATA This appendix provides CET performance data that was used in developing the service concepts

for the RTMP. It supplements the Existing Conditions report (Volume 1) with more recent data

(for October 2012, following CET service changes; January 2013; and October 2012 – March 2013

averages) and/or data for individual trips.

OVERALL PERFORMANCE DATA

Figure B-1 Regional Ridership Data, October 2012

# Service

Days

Monthly Unlinked

Trips

Monthly Service Hours

Daily Service Hours Productivity

Community Connector

Redmond – Bend (24) 23 3,606 377.0 16.4 9.6

Redmond – Prineville (26) 23 1,645 196.3 8.5 8.4

Redmond – Madras (22) 23 973 163.0 7.1 6.0

Redmond – Sisters (28) 23 259 99.3 4.3 2.6

La Pine – Bend (30) 23 943 167.5 7.3 5.6

Madras – Culver – Metolius (21) 23 352 55.3 2.4 6.4

Madras – Warm Springs (20) 23 140 46.0 2.0 3.0

Local Public Bus (DAR)

Redmond 23 7,252 1,078.5 46.9 6.7

Prineville 23 1,637 317.3 13.8 5.2

Madras 23 1,212 136.3 5.9 8.9

Sisters 5 87 28.3 5.7 3.1

La Pine 23 1,096 259.8 11.3 4.2




Figure B-2 Regional Ridership Data, Average, October-March 2013

Service Hours per

Day Miles/Ride Hours/Ride Rides/Hour

Community Connector

Redmond – Bend (24) 12.5 2.4 0.1 10.5

Redmond – Prineville (26) 8.4 4.1 0.1 7.2

Redmond – Madras (22) 6.9 7.2 0.2 4.9

Redmond – Sisters (28) 4.3 14.2 0.5 2.2

La Pine – Bend (30) 6.9 5.6 0.2 6.0

Madras – Culver – Metolius (21) 2.1 1.9 0.1 9.2

Madras – Warm Springs (20) 3.0 14.6 0.4 2.7

Local Public Bus (DAR)

Redmond 40.4 2.1 0.2 6.1

Prineville 13.4 2.4 0.2 4.7

Madras 6.6 2.6 0.1 7.1

Sisters 5.2 4.3 0.4 2.7

La Pine 11.1 3.9 0.24 4.1

COMMUNITY CONNECTOR

Figure B-3 Regional Vehicle Capacity

Regional Route (Route #)

Representative Bus # Typical Vehicle Capacity

Peak Riders by

Trip

Maximum % of Existing Capacity Utilized,

October 2012

Redmond – Bend (24)

827 or 832 28 (22 + 3 WC) or 29 (29 + 2 WC)

26 90%

Redmond – Prineville (26)

826/828 or 830 28 (22 + 3 WC) or 18 (12 + 2 WC)

26 93%

Redmond – Madras (22)

831 /832 29 (29 + 2 WC) 16 55%

Redmond – Sisters (28)

830 18 (12 + 2 WC) 8 42%

Bend – La Pine (30)

821 or 826 28 (22 + 3 WC) 17 61%




Interpreting “Box Plot” Graphics

The charts below show data for individual Community Connector routes (summarized by route, by trip, or by stop) over two one month periods (October 2012 and January 2013). Each vertical bar represents the range of data over a month-long period:

Top of vertical line = Maximum ridership

Top of vertical box = 75th percentile ridership

Middle of vertical box = Median ridership

Bottom of vertical box = 25th percentile ridership

Bottom of line = Minimum ridership

Horizontal lines across some of the graphics represent the seated passenger capacity of typical vehicles used on the route (based on Figure B-3).

The graphics were used to inform planning decisions about each route, particularly for the short-term time frame.




Summary by Route

Figure B-4 Daily Boardings by Community Connector Route, October 2012

Figure B-5 Daily Boardings by Community Connector Route, January 2013

0

5

10

15

20

25

30

Madras-Redmond Redmond-Bend La Pine-Bend Prineville-Redmond Sisters-Redmond

Bo

ard

ing

s b

y S

top

an

d T

rip

Dai

ly B

oard

ings

per

Trip

0

5

10

15

20

25

30

Madras-Redmond Redmond-Bend La Pine-Bend Prineville-Redmond Sisters-Redmond

Bo

ard

ing

s b

y S

top

an

d T

rip

Dai

ly B

oard

ings

per

Trip




Bend - Redmond

Figure B-6 Daily Boardings by Trip, Route 24 Bend-Redmond, October 2012

Figure B-7 Daily Boardings by Trip, Route 24 Bend-Redmond, January 2013

0

5

10

15

20

25

30

Redmond (6:02)

Bend (6:45)

Redmond (7:22)

Bend (8:02)

Redmond (8:37)

Bend (9:27)

Redmond (10:02)

Bend (10:42)

Redmond (13:22)

Bend (14:02)

Redmond (14:37)

Bend (15:17)

Redmond (16:02)

Bend (16:37)

Redmond (17:22)

Bend (18:02)

Rid

ers

per

Tri

p

Seated Vehicle Capacity

0

5

10

15

20

25

Redmond (6:02)

Bend (6:45)

Redmond (7:22)

Bend (8:02)

Redmond (8:42)

Bend (9:27)

Redmond (10:02)

Bend (10:42)

Redmond (13:22)

Bend (14:02)

Redmond (14:37)

Bend (15:17)

Redmond (16:02)

Bend (16:37)

Redmond (17:22)

Bend (18:02)

Rid

ers

per

Tri

p





Redmond-Prineville

Summarized

Figure B-8 Daily Boardings by Trip, Route 26 Redmond-Prineville, October 2012

Figure B-9 Daily Boardings by Trip, Route 26 Redmond-Prineville, January 2013

Note: Bus returns to Redmond at end of day

0

5

10

15

20

25

30

Redmond (6:02)

Stryker (6:36) Redmond (7:22)



Stryker (15:18)

Redmond (16:02)

Stryker (16:38)

Redmond (17:22)

Stryker (17:58)

Rid

ers

by

Sto

p a

nd

Tri

p


0

5

10

15

20

25

30

Redmond (6:02)

Prineville (Stryker)

(6:36)

Redmond (7:22)


(7:56)

Redmond (8:37)


(9:11)

Redmond (14:42)


(15:18)

Redmond (16:02)


(16:38)

Redmond (17:22)


(17:58)

Rid

ers

by

Sto

p a

nd

Tri

p





By Stop (AM)

Figure B-10 Daily Boardings by Stop, Route 26 Redmond-Prineville, October 2012 (AM)

Figure B-11 Daily Boardings by Stop, Route 26 Redmond-Prineville, January 2013 (AM)

0

5

10

15

20

25

30

Redmond (6:02)

Stryker (6:36) Park & Ride (6:50)

Powell Butte (7:01)

Redmond (7:22)


Powell Butte (8:16)

Redmond (8:37)


Powell Butte (9:33)

Rid

ers

by

Sto

p a

nd

Tri

p


0

5

10

15

20

25

30

Redmond (6:02)


(6:36)

Park & Ride (6:50)

Powell Butte (7:01)

Redmond (7:22)


(7:56)

Park & Ride (8:05)

Powell Butte (8:16)

Redmond (8:37)


(9:11)

Park & Ride (9:20)

Powell Butte (9:33)

Rid

ers

by

Sto

p a

nd

Tri

p





By Stop - PM

Figure B-12 Daily Boardings by Stop, Route 26 Redmond-Prineville, October 2012 (PM)

Figure B-13 Daily Boardings by Stop, Route 26 Redmond-Prineville, January 2013 (PM)

0

5

10

15

20

25

30

Redmond (14:42)

Powell Butte (14:55)

Stryker (15:18)

Park & Ride (15:27)

Redmond (16:02)


Stryker (16:38)

Park & Ride (16:47)

Redmond (17:22)


Stryker (17:58)

Park & Ride (18:08)

Rid

ers

per

Tri

p


0

5

10

15

20

25

30

Redmond (14:42)



(15:18)

Park & Ride (15:27)

Redmond (16:02)



(16:38)

Park & Ride (16:47)

Redmond (17:22)



(17:58)

Park & Ride (18:08)

Rid

ers

per

Tri

p





Bend-La Pine

Figure B-14 Daily Boardings by Trip, Route 30 Bend-La Pine, October 2012

Figure B-15 Daily Boardings by Trip, Route 30 Bend-La Pine, January 2013

0

5

10

15

20

25

30

LaPine (6:55) Bend (7:40) LaPine (8:25) Bend (15:42) LaPine (16:27) Bend (17:20)

Rid

ers

per

Tri

p


0

5

10

15

20

25

30

LaPine (6:55)

DRW (8:23)

Bend (7:40)

LaPine (8:25)

DRW (8:53)

Bend (15:42)

DRW (15:54)

LaPine (16:27)

Bend (17:20)

DRW (17:32)

Rid

ers

per

Tri

p





Redmond – Madras

Summarized

Figure B-16 Daily Boardings by Trip, Route 22 Redmond-Madras, October 2012

Figure B-17 Daily Boardings by Trip, Route 22 Redmond-Madras, January 2013

0

5

10

15

20

25

30

Madras (6:37) Redmond (7:17) Madras (7:55) Redmond (8:37) Madras (15:15) Redmond (16:02)

Madras (16:42) Redmond (17:22)


Bo

ard

ing

s b

y S

top

an

d T

rip


0

5

10

15

20

25

30

Madras (6:37) Redmond (7:17) Madras (7:55) Redmond (8:37) Madras (15:15) Redmond (16:02)



Bo

ard

ing

s b

y S

top

an

d T

rip





By Trip

Figure B-18 Daily Boardings by Stop, Route 22 Redmond-Madras, October 2012

Figure B-19 Daily Boardings by Stop, Route 22 Redmond-Madras, January 2013

0

5

10

15

20

25

30

Bo

ard

ing

s b

y S

top

an

d T

rip


0

5

10

15

20

25

30

Bo

ard

ing

s b

y S

top

an

d T

rip





Redmond – Sisters

By Trip

Figure B-20 Daily Boardings by Trip, Route 28 Redmond-Sisters, October 2012

Figure B-21 Daily Boardings by Trip, Route 28 Redmond-Sisters, January 2013

0

5

10

15

20

25

30

Redmond (6:02) Ray's Food (6:32) Redmond (7:22) Ray's Food (7:52) Redmond (14:37) Ray's Food (15:12)

Bo

ard

ing

s b

y S

top

an

d T

rip


0

5

10

15

20

25

30

Redmond (6:02) Ray's Food (6:32) Redmond (7:22) Ray's Food (7:52) Redmond (14:37) Ray's Food (15:12)

Bo

ard

ing

s b

y S

top

an

d T

rip





By Stop

Figure B-22 Daily Boardings by Stop, Route 28 Redmond-Sisters, October 2012

Figure B-23 Daily Boardings by Stop, Route 28 Redmond-Sisters, January 2013

0

5

10

15

20

25

30

Redmond (6:02)

Ray's Food (6:32)

Park/Ride (6:42)

Redmond (7:22)

Ray's Food (7:52)

Park/Ride (8:02)

Redmond (14:37)

Ray's Food (15:12)

Park/Ride (15:22)

Bo

ard

ing

s b

y S

top

an

d T

rip


0

5

10

15

20

25

30

Redmond (6:02)

Ray's Food (6:32)

Park/Ride (6:42)

Redmond (7:22)

Ray's Food (7:52)

Park/Ride (8:02)

Redmond (14:37)

Ray's Food (15:12)

Park/Ride (15:22)

Bo

ard

ing

s b

y S

top

an

d T

rip





LOCAL PUBLIC BUS (GENERAL PUBLIC DIAL-A-RIDE)

The data presented in the section is based on analysis of local public bus origin-destination data

for November 5-9, 2012.

Redmond

Figure B-24 Redmond Local Public Bus Vehicles by Time, Daily Average 11/5 - 11/9/2012

0

1

2

3

4

5

6

7

8

9

10

6:0

0 A

M

7:0

0 A

M

8:0

0 A

M

9:0

0 A

M

10

:00

AM

11

:00

AM

12

:00

PM

1:0

0 P

M

2:0

0 P

M

3:0

0 P

M

4:0

0 P

M

5:0

0 P

M

6:0

0 P

M




Figure B-25 Redmond Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Table)

Time Pickup Time Drop Off

6 AM 9.8 6

7 AM 39.4 18

8 AM 30.2 44.4

9 AM 15 24.4

10 AM 10.8 9.8

11 AM 11.6 11.6

12 PM 13.8 11.6

1 PM 13.4 15

2 PM 47.4 33.6

3 PM 8.2 20.8

4 PM 7.6 10

5 PM 5.8 6.2

6 PM 1 2.6

Total 214 214

Figure B-26 Redmond Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Chart)

0

5

10

15

20

25

30

35

40

45

50

6 AM 7 AM 8 AM 9 AM 10 AM 11 AM 12 PM 1 PM 2 PM 3 PM 4 PM 5 PM 6 PM

Pickup Time Drop-Off Time

Redmond

N=214




La Pine

Figure B-27 La Pine Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Table)

Time Pickup Time

Drop-Off Time

6 AM 3.8 3.8

7 AM 6.2 0

8 AM 2.2 7.6

9 AM 2.2 2.8

10 AM 1.4 1.4

11 AM 3 3

12 PM 2.6 2.4

1 PM 2.8 2.6

2 PM 1.4 1.8

3 PM 1.6 1

4 PM 7.4 4.8

5 PM 1 3.4

6 PM 0.6 1.6

Total 36.2 36.2

Figure B-28 La Pine Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Chart)

0

1

2

3

4

5

6

7

8



La Pine

N=36




Madras-Culver-Metolius

Figure B-29 Madras-Culver-Metolius Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Table)

Time Pickup Time

Drop-Off Time

6 AM 0.6 0

7 AM 11.8 8.4

8 AM 3.2 7.2

9 AM 2.4 2

10 AM 3.2 3.2

11 AM 3 3.2

12 PM 3.2 2.6

1 PM 6.8 6

2 PM 8 6.8

3 PM 5.2 6.4

4 PM 1.6 2.8

5 PM 0.6 1

6 PM 0 0

Total 49.6 49.6

Figure B-30 Madras-Culver-Metolius Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Chart)

0

2

4

6

8

10

12

14



Madras - Culver - Metolius

N=50




Prineville

Figure B-31 Prineville Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Table)

Time Pickup Time

Drop-Off Time

6 AM 0.2 0

7 AM 5.6 5

8 AM 3 3.2

9 AM 3 2.6

10 AM 7.4 7.6

11 AM 6.4 6.8

12 PM 8 5

1 PM 3.2 6.6

2 PM 3 2.8

3 PM 9 8.6

4 PM 2.4 2.6

5 PM 0.6 1

6 PM 0 0

Total 51.8 51.8

Figure B-32 Prineville Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Chart)

0

1

2

3

4

5

6

7

8

9

10



Prineville

N=52




Sisters

Figure B-33 Sisters Local Public Bus Rides by Time, 11/6/2012 (Table)

Time Pickup Time

Drop-Off Time

6 AM 0 0

7 AM 0 0

8 AM 0 0

9 AM 2 1

10 AM 5 0

11 AM 0 6

12 PM 6 0

1 PM 0 5

2 PM 3 4

3 PM 1 1

4 PM 0 0

5 PM 0 0

6 PM 0 0

Total 17 17

Figure B-34 Sisters Local Public Bus Rides by Time, 11/6/2012 (Chart)

0

1

2

3

4

5

6

7



Sisters

N = 17




Terrebonne

Figure B-35 Terrebonne Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Table)

Time Pickup Time

Drop-Off Time

6 AM 0 0

7 AM 3.8 0

8 AM 0 3.8

9 AM 0 0

10 AM 0 0

11 AM 0 0

12 PM 0 0

1 PM 0.6 0

2 PM 2.8 1.4

3 PM 0 1.6

4 PM 0 0.4

5 PM 0 0

6 PM 0 0

Total 7.2 7.2

Figure B-36 Terrebonne Local Public Bus Rides by Time, Daily Average 11/5 - 11/9/2012 (Chart)

0

0.5

1

1.5

2

2.5

3

3.5

4



Terrebonne

N=7

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