The Metro board has its first meeting post-system reimagining, and gets some feedback on the new routes.
At Metro’s first board meeting following the launch of the new network, officials heard about two hours of public comment from unhappy riders.
One of those riders was Jennifer Williams. She commutes from southwest Houston to her job in the Texas Medical Center. Williams says she can get back to her neighborhood okay, but it’s the last bus home that’s a problem.
“I either have to wait for the 63 to take me down the street and wait there 25 minutes nervously, not knowing who’s going to approach me,” says Williams. “Or I could walk in the dark, by myself, down the street to my apartment.”
Metro officials say they know it’s not a smooth transition for everyone, but they’re hoping the newly redesigned routes will encourage more ridership after years of declining numbers. Metro Chairman Gilbert Garcia says they fully expect to make some tweaks after the first of the year.
“We’re going to just frankly, compile our list, take a look to see if there are any adjustments we need to pivot to, whether we can solve them by a different vehicle, or solve them by a slight alteration on the route,” says Garcia.
Again, I don’t want to minimize anyone’s problems, but as I said before, if this is the extent of the problems, then this was a big success. I continue to not see other stories, so either there’s a lot of unreported bad news, or there’s not much to report. I lean towards the latter. I had my own first experience with the new system last week, and once I realized I’d been reading the map incorrectly (I’d mixed up the direction of the #30 route downtown), I made it home in fairly short order via the #85 (Washington Avenue) and the #56 (Montrose/Studemont). I had to wait only about five minutes for the second bus. Not bad at all. Anyone else have an experience to share?
Ultimately, this will be judged by how it affects ridership. On that score, the numbers from the first week were encouraging.
METRO’s first week of the New Bus Network brought in 24 percent more riders than the average August ridership.
Boardings on both bus and light-rail trains totaled 1.7 million, thanks to two factors: an improved, high-frequency system which integrates bus and rail in a seamless network and free rides which were offered all week from Aug. 16 to 22.
“This is good news as we work to create a system that promotes public transit and connects more people to more places,” said METRO Chairman Gilbert Garcia. “Our region continues to grow, and we need to maximize usage of our transit system, including local bus and rail.”
The biggest increase in METRO’s ridership last week came over the weekend, with boardings on local buses totaling 270,000 on Aug. 16 and Aug. 22. That compares to 191,500 average weekend boardings in August 2014.
“We anticipate consistent increases in ridership after two years of implementation. By then, we expect a 20 percent hike in ridership,” said President & CEO Tom Lambert.
Now of course this was a week with no fares, and even without that one week’s totals tell us little. The increase is weekend ridership is a big deal, and one that should persist, because a big part of the system reimagining was increasing weekend service – in many cases, implementing it in the first place. Let’s see what ridership looks like by the end of the year.
And speaking of ridership numbers.
A just-completed METRO ridership forecast for the Uptown Dedicated Bus Lane Project Mixed Flow option shows ridership in the year 2018 to be about 12,050 boardings per day, approximately 15 percent lower than the 14,100 boardings forecast when the project was first developed in 2013.
A second set of projections were developed should an elevated busway be constructed for the Uptown Management District. That calculation is roughly 20% fewer riders projected for the year 2018. Another set of figures, based on the year 2020, was requested by METRO recognizing that Elevated Bus Lanes will not be operational by 2018. In that year 14,850 daily boardings are projected.
METRO Board Chairman Gilbert Garcia, who requested the second study, said, ” It’s interesting to note while the ridership projections in the early years are lower in this new study the 2035 numbers for the mixed flow lane jump to about 18 percent higher than projected in the original 2013 study. Whether it’s the early years or later, the numbers overall justify the need for improved transit along this corridor.”
For the Elevated Busway option, the revised ridership forecast for 2035 is 30,900 boardings per day which is about 19 percent higher than the previous forecasts of 25,800 boardings per day developed in 2013.
The updated ridership forecast for the Uptown Dedicated Bus Lane Project uses revised assumptions developed by METRO in July 2015. The assumptions reflect changes occurring between the 2013 to 2015 timeframe and are more consistent with current operating and budget principles.
The original assumptions used in the 2013 analysis were based on Uptown’s project description and operating scenario. There have also been significant changes in both population and employment in the region as captured by the Houston-Galveston Area Council (H-GAC) in their demographic forecast. H-GAC is the Metropolitan Planning Organization (MPO) for the Houston-Galveston region and manages the regional demographic forecasts. The new ridership forecast integrates the regionally adopted H-GAC demographic forecast.
See here for some background. I’ll be honest, I have no idea what the difference is between the Mixed Flow and Elevated Busway options, and I didn’t get to send an email and ask before the weekend, so don’t ask me for specifics. I’ll say again, I think people will use this if it’s a worthwhile service, and I don’t think there’s any better option for adding capacity to Uptown. I also think that Uptown will be an excellent place for future B-Cycle expansion, and a working Uptown line would make having a future high speed rail terminal at 290 and 610 feasible. Just a thought.