SD7 - Study to Identify Needs of Rural Inter-Regional Public Transportation
Executive Summary: BACKGROUND AND PURPOSE Like many states, Virginia has been affected by changes in public transportation services connecting its rural areas to its urban centers. The reduction in intercity rail passenger services following the creation of Amtrak and the decline in the availability of intercity bus service have meant that fewer places now have service, and that service is less frequent. Most of the loss of service has occurred in rural areas. These changes have been recognized by Virginia's legislature in Senate Joint Resolution No. 26 offered January 26, 1988, which called for a study of the transportation needs of Virginia's rural population with a particular focus on the need for intercity services in rural areas. This study is the response to that request. CONCLUSIONS AND RECOMMENDATIONS This report has attempted to identity the need for changes in the state role regarding rural intercity mobility. It has done this by examining the changes that have taken place in the regular-route intercity bus industry over the last several years, the losses and gains in Virginia services, the location of high potential need and the service provided to those locations, and the current state role in Virginia and in other states. Some general conclusions and recommendations are in order. Conclusions • Virginia's loss of service following deregulation was predicted by earlier state-funded studies. Service losses included virtually all the service operated by the small Class II and III companies. In addition, Greyhound Lines eliminated service on two routes utilizing the older U.S. highway routes. Service on the parallel interstates continue in operation in both cases, but there are fewer stops. • The Federal Bus Regulatory Reform Act of 1982 (BRRA) basically preempted state regulation of entry, exit and rates. This means that use of state regulation as a tool to require or increase rural intercity services is not possible. • The remaining role of the Virginia State Corporation Commission (SCC), which could be valuable, is in identifying public need or concern about any future abandonment filings, since such requests must still be filed under both state and Federal law. The data required in these filings is vital to Virginia Department of Transportation (VDOT) in the event that there is substantial public opposition to cessation of service. • At this time the Greyhound/Trailways network in Virginia is extensive and relatively stable, as is the Carolina Trailways service. The only remaining independent regular route carrier of consequence is Intercity Bus Lines, and their services have been less stable, and are probably more vulnerable. • There is no apparent current need for a state program of intercity bus assistance for operations of intercity services. • The only actual growth in the size of the intercity network in rural areas has come about as a result of the Greyhound Rural Connection Program, which links local rural transit operators with the intercity operations to permit coordinated connecting service. Two such operations are underway in Virginia -- JAUNT and District 3. Neither has been able to perform the necessary marketing to attract significant numbers of connecting passengers. Neither operates the Friday evening and Sunday service which would provide the best connections for intercity passengers. Recommendations Despite the fact that no statewide crisis in rural intercity mobility has been identified, there are several actions that VDOT could take to support an increase in rural intercity mobility, and to be ready in case of future service losses that are not now foreseen. These include: • Maintaining the intercity bus network as a privately-operated, publicly available transportation service, with public involvement limited to . . . • Supporting local involvement in the Greyhound Rural Connection program by state funded rural operations. The example of Michigan presents several ways in which the state could be of assistance, though not necessarily at that scale. Suggested VDOT actions include: -- provide experimental program funding for marketing and limited additional service to the two current Rural Connection partners. Greyhound is providing the materials and a marketing manual-the local operators need funds to print and place the materials. -- promoting the concept with other rural operators, as indicated in this report, to expand rural mobility options. This step could begin immediately, but any additional funding to support expansion should probably wait until the results of marketing and service assistance at the two current operations are available. • Making information about intercity options available to the public through a state public transportation guide. This is currently being developed, and would be helpful to the carriers and the public. • Improving VDOT readiness for currently unforeseen intercity abandonment actions that might call for state assistance. This would include taking steps to allow for early identification of potential problems through the SCC, having provisions for maintaining service during an interim period while continuation decisions are made, and having the regulations in place to allow for competitive bidding and direct contracting with intercity carriers. • Performing a more detailed statewide assessment of current and potential long-distance commuter markets. The state is currently involved in financial assistance to several projects that address such needs, but it is not known what the potential demand for such service is, and whether any of it might be provided by the private sector with limited or no public assistance. |
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