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Summer Brings a Swirl of News
about Intercity Bus Services and Stations
Summer 2023 E-News
July 10, 2023
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Editor's Viewpoint
“It’s déjà vu all over again,” quoting Yogi Berra. Far more seriously, the closing of traditional intercity bus stations over the past few months evokes painful memories of my youth when the demise of historic train stations was pervasive. As a native Ohioan, I felt the loss of Columbus and Dayton's union stations and the relocation of trains away from Cincinnati and Cleveland’s magnificent terminals during the 1970s and 1980s. Cincinnati Union Terminal later saw Amtrak's return, but many smaller stations met the wrecking ball.
Now, the closure and demolition of privately operated intercity bus stations, particularly those until recently owned by Greyhound, is following a similar pattern. These facilities lacked the grandeur of the historic train stations, but they were well-suited for the job. The reason so many bus stations have come into the fold of parties with little stake in the future of motor-coach travel is described here.
The past month has brought good and bad news. First, the bad:
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Philadelphia Greyhound Station at 10th & Filbert, used by Greyhound, Peter Pan, and other lines, closed in June. The site had been in “in play” due to plans for a new NBA stadium, but its demise came more quickly than many expected. It had a central location, diagonal bus days allowing for orderly boardings, and room for passenger queues indoors. In response, Greyhound and other bus lines moved to a nearby spot on Market Street with a small indoor space and ticket counter. Operations were moved curbside, and the large numbers of passengers using buses must now mostly wait outside on crowded sidewalk areas without protective cover. Imagine that at an airport or big-city train station! The winter months will be challenging.
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 |  | Columbus (OH) Greyhound Station became a political football before its closure in early 2022, when, due to a push to redevelop the site, Greyhound, Barons Bus, and other lines moved--at considerable expense--to a Central Ohio Transit Authority transit facility. Several weeks ago, Greyhound and Barons moved again, this time to a former service-station site outside of downtown. A stipulation that bus lines spend a substantial sum for security reportedly was a major obstacle to their ability to remain downtown. These lines were expected to absorb the full cost of this, despite the fact that many security incidents (such as those related to theft or the homeless) are not caused by people using buses. On the "plus" side, the new facility at 845 N. Wilson offers some indoor seating and an off-street environment for passengers. Even so, downtown Columbus now stands alone among metro areas with more than two million people for having neither a bus nor train station for intercity travelers. The possibility of building a public intermodal facility is only in the discussion stage.
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Both relocations have generated negative press coverage. Now, the good news:
Atlanta Greyhound Station impressed me greatly on my early-June visit to this brand-new facility. Natural light flows in from large windows. It has a food stand with prepared hot items and a grill, spacious restrooms, and a digital departure board. Passengers are provided airport-style seating with power outlets, USB chargers, armrests with cupholders, and cushioning. The station is only steps from a rail rapid transit station and is a model for other cities. During my stop, coaches were still departing from the old station area next door as final touches were being made on the new coach apron. Congrats to Greyhound, Southeastern Stages, consultants, and public agencies that made this a reality.
Another bit of good news is an emerging formula to mitigate some of the worst effects of station closures. See our feature below on how bus lines move into vacant retail spaces or public transit hubs when stations are shuttered.
The Intercity Bus E-News team considers it imperative that public agencies do more to help provide attractive options for intercity bus lines, which are critical for disadvantaged groups, households without cars, and the throngs of younger travelers. Besides those mentioned above, Cincinnati, OH, Knoxville, TN, Louisville, KY, Los Angeles, CA, and Tampa, FL have lost their depots in the past two years, and there are concerns that Chicago, IL, Cleveland, OH, Houston, TX, Kansas City, MO, Orlando, FL, and Richmond, VA, could be next. This is happening despite strong post-pandemic demand and the relocation of many FlixBus services to the same locations as Greyhound, which is boosting the vitality of many surviving stations.
Joe Schwieterman, Ph.D.
Intercity Bus E-News editor
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Virginia Breeze sails into summer with strong ridership | |
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This summer brings much good news from the Commonwealth of Virginia's Virginia Breeze Bus Lines. The state’s Department of Rail and Public Transit (DRPT) reports that ridership is on an impressive upward trajectory due to strong customer demand and additional service offerings. This smartly branded state-supported bus line recorded a 43% increase in ridership during the first half of 2023 versus the first half of last year. Largely due to rising ticket revenue, the total cost of operating the state’s intercity bus program decreased by over 13% when compared with May 2022.
Ridership hit an all-time high last November, which tends to be one of the busiest months. Earlier this year, the Valley Flyer, linking Washington, DC to Blacksburg, recorded the highest ridership since its inception in 2017. The newest route, the Highlands Rhythm, which links the nation’s capital to Bristol, has increased its passenger total by over 44% when compared to the first half of 2022.
DRPT is in the early stages of studying a possible new route focusing on the Interstate 64 corridor between the Tidewater region and Staunton. It is also examining the feasibility of installing bus shelters, lighting, and benches at certain rural stops. We also applaud the department for having a Data Dashboard with performance measures that are assessable to all. You can check it out here.
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Caption for the above images: Top: A Virginia Breeze bus in West Falls Church, VA in January 2023; Bottom, a map appearing on the Virginia Breeze website | |
The Interplay between Buses and Trains on busy corridors | |
The prevalence of Amtrak competition continues to be a factor in the roll-out of new intercity bus services. In June, Adirondack Trailways added several trips daily between New York and Montreal, QC, giving it four buses each way, after Amtrak suspended its Adirondack service north of Albany, NY due to significant speed restrictions imposed by Canadian National. “With air travel snarled by equipment, weather and personnel issues and Amtrak suspending service – we felt the right thing to do was to add service effective immediately," said Nick Crist, Adirondack’s VP of Operations and Safety, in a press release.
Recently, FlixBus has filled gaps created by the absence of Amtrak trains on the Chicago - Louisville, KY (see story below) and Detroit – Cincinnati routes. But how will rail competition affect future rollouts? For one, the prospect of another bus line on the Chicago – St. Louis, MO, route, now served only by Greyhound, diminished this summer due to the launch of 110 mph Amtrak service, shortening trips by around a half-hour. Fares are attractive due to state support, and Amtrak’s on-time performance, while not exemplary, has risen to around 80%. Five trains run each way daily. Stations at intermediate stops either have been rebuilt or dramatically upgraded, some having ample free or inexpensive parking. Good luck finding cheap on-site parking at most intercity bus stations. (There are exceptions, such as at certain C&J, Concord Coach, and Dartmouth Coach stops in northern New England, which have attractive parking options).
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Our analysis indicates that rail corridors with four or more daily trains, comfortable stations, and attractive fares are a strong deterrent to intercity bus expansion. Chicago – Milwaukee, WI, Raleigh – Charlotte, NC, Portland, OR – Seattle, WA, and several intra-California routes are notable examples. On such routes, bus options are primarily limited to FlixBus/Greyhound and their interline partners or ethnic-focused lines.
In the Northeast Corridor (NEC), intercity bus services thrive despite abundant train service, in part due to the enormity of the market and the tendency for Amtrak fares to be set far higher there than elsewhere. Bus lines compensate for longer travel times with lower fares and a plethora of big-city pickup and drop-off options (see our 2019 analysis here).
Another factor is that few high-frequency Amtrak corridors have yet to emerge outside the NEC and California, which creates many openings for new services. For example, we expect a new entrant, possibly FlixBus or Megabus, soon on the Chicago – Cincinnati route, which has only one daytime express bus trip southbound (by Greyhound) and only a "red eye" express trip northbound, plus Amtrak's awkwardly timed tri-weekly Cardinal. Cincinnati’s diminished bus station facilities, however, are an obstacle, as noted in our Spring Intercity Bus E-News. FlixBus serves Cincinnati using a curbside stop, perhaps for this reason.
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Another timely question is how much the upcoming launch of Brightline’s Orlando – Fort Lauderdale – Miami, FL train service will hurt this route’s established bus lines, which include Greyhound, FlixBus, Megabus, and Red Coach? Brightline’s 16 daily trains in each direction will hit 110 mph, making the trip from endpoint to endpoint about an hour faster than express buses. Yet, Brightline’s fare at $79 in economy class is roughly twice the bus fare, so the most price-sensitive travelers will likely stick with the bus.
When marketed on the same booking platform, however, bus and train services can be highly complementary. This is evident on the Portland to Eugene, OR portion of Amtrak's Cascades Corridor. Users of amtrak.com can select either a train or the state's Point bus service, even if no part of their trip involves rail. Buses and trains are attractively spaced throughout the day to maximize traveler convenience.
| Captions for the above photos: Top: A Greyhound departure for St. Louis in Indianapolis, IN on July 3, 2023; Middle: An Amtrak train on the Chicago - St. Louis route is boarding in Alton, IL in late 2022, Bottom: A Brlghtline train in South Florida. | |
Fort Wayne Citilink Central Station, A Model for Mid-Size Cities? | |
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The Intercity Bus E-News editor visited the Citilink Central Station in Fort Wayne, Indiana’s second-largest city, earlier this month to evaluate the increasingly common practice of having intercity bus lines operate from transit hubs. Barons Bus, a Greyhound interline partner, operates six coaches daily from this public station, having routes to Chicago, Cincinnati, Columbus (OH), Dayton (OH), Detroit, and Indianapolis. The arrangement stands out for having:1) an indoor climate-controlled waiting room, 2) an attendant who can answer basic questions about the services, and 3) clean restrooms.
Impressively, the attendant announced the arrival of a Baron’s Bus coach several minutes before it reached the station. Although coaches operate from a curb abutting the station rather than under the canopies at the transit-bus boarding area, this has few negative ramifications, except when it is raining. (Of course, there was a downpour on the morning of Joe’s visit!).
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Unfortunately, many cities and transit agencies have been far less cooperative than those in Fort Wayne. The problem is exacerbated by what some regard as a loophole in federal regulation that requires government units to provide intercity bus lines “reasonable access” to public-transit facilities. The regulation does not stipulate the fees governmental units charge for the use of these facilities. The monetary payments local governments demand from privately run bus lines to use these hubs are often prohibitive. Some officials justify their demands out of a desire to refrain from subsidizing a private business.
Another strategy being used successfully is creating stations in retail strip malls that allow for off-street passenger boarding and indoor waiting. The new Greyhound/FlixBus station at 1121 W. Broadway in Louisville, KY, is a good example of this. (Click here for a Google Maps view). Refer to page 8 of our brief on Chicago’s Greyhound Terminal to review the status of intercity bus stations in the 25 largest metropolitan areas).
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Captions for the above photos: Top: Barons Bus passengers collect their baggage at Fort Wayne, IN on July 2, 2023. Bottom: A bus driver assists a passenger. | |
FlixBus's new Chicago – Louisville service closes a gap | |
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FlixBus’s Chicago – Louisville, KY, service, running via Indianapolis, fills a prominent gap in the Midwestern transportation system. This route stood out for having no “Middle Mode”, i.e., an option other than legacy bus line (in this case Greyhound) and commercial air service. Without a train or “non-legacy” bus secrvie, such as FlixBus, Megabus, or RedCoach, travelers unwilling to “go Greyhound” had to either drive or pay airfare costing $240+ each way for last-minute bookings. Amtrak’s Kentucky Cardinal made its last run in 2003 and Megabus exited long ago.
FlixBus’s entry gives travelers greater variety. Although it and Greyhound have a common owner (FlixMobility) and an integrated reservation system and increasingly use the same bus stops, they have distinct identities, with FlixBus’s tech-savvy reputation appealing to many students and other younger travelers. FlixBus also uses contractors (Miller Transportation on the Louisville route) that generally provide newer coaches than Greyhound’s. Greyhound has wider brand recognition in the American Heartland, while FlixBus has stronger international recognition. Greyhound continues to be the fastest option, operating south of Indianapolis via I-65, while FlixBus trips are via Bloomington, IN.
Those interested in our analysis of the importance of having a “Middle Mode” can check out of 2017 study, “Ground Transportation Gaps.” Much has changed since 2017, so we hope to update the study soon. Examples of gaps that remain are Indianapolis – St. Louis, MO, Louisville - Nashville, TN, and Columbus, OH – Pittsburgh, PA.
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Caption for the above photo: A FlixBus departure at DuPont Circle, in Washington DC in January 2023 | |
Insights on the Future of New York City's Motor Coach Industry | |
| |  | A well-attended event on June 27 sponsored by the New York City Bar Association and Bus4NYC Coalition assessed the evolving role of motorcoaches in providing safe, affordable, and sustainable travel in that city. Due to New York’s enormous reliance on this mode, the event attracted influential industry officials, policymakers, lawyers, and planners, including American Bus Association, United Motorcoach Association, and NYC Department of Transportation leaders. Panelists explored the challenge of overcoming the barriers to electrification due to the discrepancy between the cost of electric coaches (which can cost around $1.2 million versus $650,000 for modern diesel coaches, congestion pricing fees (including the case for exempting motorcoaches entering Manhattan from them) and the city’s unique bus-stop permit program. Private motorcoach providers were lauded for supporting the city’s Vision Zero goal, having zero fatalities in 2022 and the first half of 2023. The sponsoring committee included Matthew W. Daus, Chair of the NYC Bar Association's Transportation Law Committee, supported by Patrick W Condren and others. The program is here.
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Caption for the above photo: A Megabus double-decker rolls through Manhattan in 2022 | |
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See you at the Move America and RTAP conferences!
The Intercity Bus E-News team will attend both Move America, a conference in Austin, TX, on September 26-27, and the National Rural Transit Assistance Program's 5th National RTAP Conference. The latter, entitled "Navigating the Tides of Change with Rural & Tribal Transit", is December 3-6 in Myrtle Beach, SC. We are pleased to see both FlixBus and Napaway prominent on Move America panels. Reply to this email to set up a time to converse with us at either event!
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Send our program manager, Abby, an email at chaddick@depaul.edu receive 8 – 10 emails per year. No spam. Free. Also, check out our recent studies, briefs, and podcasts below. The Intercity Bus E-News team is Abby Mader, Allison Woodward, and Joe Schwieterman (team photo, left). Watch for next month's newsletter on the Southwest U.S. region.
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This independently produced e-newsletter brief has been shared with our Intercity Bus (IB) and Transportation listservs. If you want to ensure you are on the IB and do not miss our industry coverage, please email us. The Chaddick Institute does not receive funds from transportation companies or related industries.
Captions notes: Masthead: Virginia Breeze in West Falls Church, VA in early 2023. All photos in this newsletter were taken by the Chaddick Institute team.
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A Transitional Scene from Atlanta, GA | Caption: Passengers make their way from Atlanta's new Greyhound Station toward a soon-to-depart coach in front of the old station. Finishing touches were still being made on the new bus apron when this photo was taken in early June 2023. | | | | |
