2002/03 UNMET TRANSIT NEEDS COMMENTS AND RESPONSES

Introduction: Annually the RTPA takes public testimony on unmet transit needs in Shasta County. Comments received are grouped below according to subject matter. Some comments, such as those for new general-public transit services, require an RTPA response as to whether the service can meet "unmet transit needs" and "reasonable to meet" criteria developed by the RTPA. Other comments, such as those for new senior services, require a CTSA response on whether that service is consistent with "community transit service" criteria. Services which do not meet either of these funding criteria may be funded at the discretion of a city or the county, depending on where the transit need occurs, and a jurisdiction response may be provided.

Comments: Grouped by Subject RTPA Response

FIXED ROUTE/DEMAND RESPONSE SERVICE AREA

Expand Service

Extend routes from Redding to Palo Cedro /Millville , French Gulch, Old Shasta and Lakehead (L-2&4,PC-1,PH-1)

New route or route extension to serve Airport Road Corridor including Fairway Oaks area (L-1)

These services are subject to "unmet transit need" and "reasonable to meet" criteria. Expansion of Fixed Route/Demand Response services are "unmet transit needs"

i. A new transit service would need to generate at least 15 passenger trips per each new service hour. Pages 7 through 9 of the 2002/03 Transit Needs Assessment identify high and low transit demand areas within the County. Palo Cedro/Millville, French Gulch , Happy Valley and Lakehead are among the lowest travel demand areas in the County. The extension of fixed route services to outlying areas is not reasonable to meet.

ii. The Airport Road Area is in census tract 115 where the travel demand is similar to that of the Bella Vista area and is not sufficient to recover a 20% farebox requirement. A dial-a-ride service may be reasonable to meet, but it's not clear if that level of transit service would meet the needs of the residents. Currently the Airport Road Express service is in the fourth month of operation in this area. This service connects to route 9 on the fixed route system and other fixed routes that connect with the Dana Drive Transfer site. It should be emphasized that the Express Route service does not include Demand Response service but does connect areas in the RABA service area that can provide that service.

Currently, the RABA system is servicing the highest transit demand areas. Service to new areas would increase costs and further reduce the farebox ratio. Such expansions are, therefore, not "reasonable to meet".

Extend Hours of Operation

Sunday Service (PH-1,2,3,4 & L-2,3)

Longer Hours (PH-1,2,3,4 & L-2)

These services are subject to "unmet transit need" and "reasonable to meet" criteria. Expansion of Fixed Route/Demand Response services are "unmet transit needs" which are not "reasonable to meet."

These requests are similar to comments received last year. This indicates that this is an unmet need. However, the RTPA analysis of transit needs on pages 7 through 9 of the 2002/03 Transit Needs Assessment shows that the high transit demand areas within the County are currently being served by transit.

There are two general options available to provide service within the RABA service area on Sundays. The first would be to run the whole system on Sunday. The second would be to create another type of service such as a deviated route or dial-a-ride type of service. These services could operate for the same number of hours or less than RABA operates on Saturday.

The 2000/01 RABA farebox ratio was 18.8%, which is below the adjusted farebox ratio as approved by the RTPA. This falls short of the 20% requirement to for new service be determined "reasonable to meet." RABA estimates that ridership for the current Saturday service averaged 55% of weekday ridership. Based on this non-weekday performance and the low average farebox ratio, it is highly unlikely that running the complete system on Sunday would do significantly better than Saturday or the average weekday service.

Ridership projections for a deviated route or dial-a-ride service is comparable to RABA's current demand response service. In order to make the 20% farebox ratio, a vehicle costing $46.76 per hour to operate would have to have a fare of $3.50 to $4.00. Demand response currently averages 2.5 passengers per hour which is above the national average for demand response service. The fare to meet farebox recovery ratio would be too high and the service may not be supported with the high fares.

Currently, the RABA system is servicing the highest transit demand areas during the highest transit demand times. Although TDA funds maybe available to claimants for expanded services, expansion of Fixed Route/Demand Response services -- half hour headways, extended hours or days of service -- would increase the system costs and further reducing the farebox ratio. Such expansions are, therefore, not "reasonable to meet" at this time.

SPECIALIZED SERVICES

Special Purpose Transit Needs

Extension of Trial Transit Services trial period from one year to two years or not use the first three months of operation for evaluating the trial routes. (PH-1& 5, L-1&2)

Consider taxi cab subsidy program for late evening transportation needs.(PH-3)

Services for disabled should be expanded (PH-2& 3)

These services are subject to "unmet transit need" and "reasonable to meet" criteria. Expansion of Fixed Route/Demand Response services are "unmet transit needs" which are not "reasonable to meet" at this time.

i. During last years Unmet Needs Process the RTPA took action to fund trial express transit services for Cottonwood, Airport Road and Intermountain area. Their action included a provision that after one year the services not meeting the required farebox would be discontinued and directed staff to monitor and report findings. The current request to extend the trial period either three months or one year will be considered at a future RTPA meeting. Because the trial services have only been operating since Nov. 5, 2001 staff feels it is too early to consider requests for extending the trial period for all routes. If routes are making the farebox requirement they will be considered for long term funding after one year. This request is not consider a Unmet Transit Need and will be considered at a later date.

ii. Cab subsidy programs funded with TDA funds have several issues that make this request not reasonable to meet.

A. The service would need to serve the general public unless a pre-screening program was in place such as is used for Demand Response.

B. If designed for mobility impaired only, the existing cab fleets do not have lift equipped vans to deal with wheelchairs.

C RTPA staff has determined that several social service organizations have contracts with cab companies to provide after hours transportation needs. Should TDA funds be used to subsidize social service organizations transportation budgets?

D. If public entities determine that this program is worthy of funding other funding sources could be used for this program.

iii. Currently the RABA system provides services for the disabled at a level that exceeds the minimum ADA standards.

Would like bi-weekly transit service from Lakehead (PC-4,L-4,PC-1)

See response for i.

OPERATIONAL IMPROVEMENTS

Demand Response

Improve dispatching and communications (L- 1& 3)

Bus benches and shelters (L-1)

Demand Response service, as part of the Fixed Route system, is subject to "unmet transit need" and "reasonable to meet" criteria. The level of Demand Response service currently provided exceeds the minimum requirements under the Americans with Disabilities Act (ADA). Since these comments address level-of-service needs, these are RABA operational issues. In addressing level-of-service needs, however, RABA needs to consider effects on the Fixed Route farebox ratios (see response to Section 1). (See RABA response.)

POLICY ISSUES

RABA needs more promotion

(See RABA response.)

Reduce farebox ratio to 16.5% or less to encourage new transit starts and consider distributing TDA funds in a way that more transit can be funded (PH-1, L-2)

The issue of reducing the farebox ratio for the RABA service area was considered by the RTPA. Instead of a permanent reduction of the farebox ratio, the RTPA Board adopted a fare box recovery plan . The decision was to strive to meet a 19% farebox ratio. Currently this issue is being considered by the RABA board.

Comments: Grouped by Subject	RTPA Response
FIXED ROUTE/DEMAND RESPONSE SERVICE AREA Expand Service Extend routes from Redding to Palo Cedro /Millville , French Gulch, Old Shasta and Lakehead (L-2&4,PC-1,PH-1) New route or route extension to serve Airport Road Corridor including Fairway Oaks area (L-1)	These services are subject to "unmet transit need" and "reasonable to meet" criteria. Expansion of Fixed Route/Demand Response services are "unmet transit needs" i. A new transit service would need to generate at least 15 passenger trips per each new service hour. Pages 7 through 9 of the 2002/03 Transit Needs Assessment identify high and low transit demand areas within the County. Palo Cedro/Millville, French Gulch , Happy Valley and Lakehead are among the lowest travel demand areas in the County. The extension of fixed route services to outlying areas is not reasonable to meet. ii. The Airport Road Area is in census tract 115 where the travel demand is similar to that of the Bella Vista area and is not sufficient to recover a 20% farebox requirement. A dial-a-ride service may be reasonable to meet, but it's not clear if that level of transit service would meet the needs of the residents. Currently the Airport Road Express service is in the fourth month of operation in this area. This service connects to route 9 on the fixed route system and other fixed routes that connect with the Dana Drive Transfer site. It should be emphasized that the Express Route service does not include Demand Response service but does connect areas in the RABA service area that can provide that service. Currently, the RABA system is servicing the highest transit demand areas. Service to new areas would increase costs and further reduce the farebox ratio. Such expansions are, therefore, not "reasonable to meet".
Extend Hours of Operation Sunday Service (PH-1,2,3,4 & L-2,3) Longer Hours (PH-1,2,3,4 & L-2)	These services are subject to "unmet transit need" and "reasonable to meet" criteria. Expansion of Fixed Route/Demand Response services are "unmet transit needs" which are not "reasonable to meet." These requests are similar to comments received last year. This indicates that this is an unmet need. However, the RTPA analysis of transit needs on pages 7 through 9 of the 2002/03 Transit Needs Assessment shows that the high transit demand areas within the County are currently being served by transit. There are two general options available to provide service within the RABA service area on Sundays. The first would be to run the whole system on Sunday. The second would be to create another type of service such as a deviated route or dial-a-ride type of service. These services could operate for the same number of hours or less than RABA operates on Saturday. The 2000/01 RABA farebox ratio was 18.8%, which is below the adjusted farebox ratio as approved by the RTPA. This falls short of the 20% requirement to for new service be determined "reasonable to meet." RABA estimates that ridership for the current Saturday service averaged 55% of weekday ridership. Based on this non-weekday performance and the low average farebox ratio, it is highly unlikely that running the complete system on Sunday would do significantly better than Saturday or the average weekday service. Ridership projections for a deviated route or dial-a-ride service is comparable to RABA's current demand response service. In order to make the 20% farebox ratio, a vehicle costing $46.76 per hour to operate would have to have a fare of $3.50 to $4.00. Demand response currently averages 2.5 passengers per hour which is above the national average for demand response service. The fare to meet farebox recovery ratio would be too high and the service may not be supported with the high fares. Currently, the RABA system is servicing the highest transit demand areas during the highest transit demand times. Although TDA funds maybe available to claimants for expanded services, expansion of Fixed Route/Demand Response services -- half hour headways, extended hours or days of service -- would increase the system costs and further reducing the farebox ratio. Such expansions are, therefore, not "reasonable to meet" at this time.
SPECIALIZED SERVICES Special Purpose Transit Needs Extension of Trial Transit Services trial period from one year to two years or not use the first three months of operation for evaluating the trial routes. (PH-1& 5, L-1&2) Consider taxi cab subsidy program for late evening transportation needs.(PH-3) Services for disabled should be expanded (PH-2& 3)	These services are subject to "unmet transit need" and "reasonable to meet" criteria. Expansion of Fixed Route/Demand Response services are "unmet transit needs" which are not "reasonable to meet" at this time. i. During last years Unmet Needs Process the RTPA took action to fund trial express transit services for Cottonwood, Airport Road and Intermountain area. Their action included a provision that after one year the services not meeting the required farebox would be discontinued and directed staff to monitor and report findings. The current request to extend the trial period either three months or one year will be considered at a future RTPA meeting. Because the trial services have only been operating since Nov. 5, 2001 staff feels it is too early to consider requests for extending the trial period for all routes. If routes are making the farebox requirement they will be considered for long term funding after one year. This request is not consider a Unmet Transit Need and will be considered at a later date. ii. Cab subsidy programs funded with TDA funds have several issues that make this request not reasonable to meet. A. The service would need to serve the general public unless a pre-screening program was in place such as is used for Demand Response. B. If designed for mobility impaired only, the existing cab fleets do not have lift equipped vans to deal with wheelchairs. C RTPA staff has determined that several social service organizations have contracts with cab companies to provide after hours transportation needs. Should TDA funds be used to subsidize social service organizations transportation budgets? D. If public entities determine that this program is worthy of funding other funding sources could be used for this program. iii. Currently the RABA system provides services for the disabled at a level that exceeds the minimum ADA standards.


Would like bi-weekly transit service from Lakehead (PC-4,L-4,PC-1)	See response for i.
OPERATIONAL IMPROVEMENTS Demand Response Improve dispatching and communications (L- 1& 3) Bus benches and shelters (L-1)	Demand Response service, as part of the Fixed Route system, is subject to "unmet transit need" and "reasonable to meet" criteria. The level of Demand Response service currently provided exceeds the minimum requirements under the Americans with Disabilities Act (ADA). Since these comments address level-of-service needs, these are RABA operational issues. In addressing level-of-service needs, however, RABA needs to consider effects on the Fixed Route farebox ratios (see response to Section 1). (See RABA response.)
POLICY ISSUES RABA needs more promotion	(See RABA response.)
Reduce farebox ratio to 16.5% or less to encourage new transit starts and consider distributing TDA funds in a way that more transit can be funded (PH-1, L-2)	The issue of reducing the farebox ratio for the RABA service area was considered by the RTPA. Instead of a permanent reduction of the farebox ratio, the RTPA Board adopted a fare box recovery plan . The decision was to strive to meet a 19% farebox ratio. Currently this issue is being considered by the RABA board.