Monday, March 24, 2014

53,767,000 PUBLIC TRANSIT BOARDINGS IN 2008

According to page 18 of this document on the Metro Website, "ridership" in 2008, was 53,767,000.

http://metrostlouis.org/Libraries/MTF_documents/Moving_Transit_Forward_plan_document.pdf

Ridership increased steadily, according to the Metro chart, from 2004-2008.  Yet, even with the every-2-year-fare increase,** and their 20 year "plan" from 1989, 24 bus lines were shut down in 2009.

(** CORRECTION/EDIT: in the past, according to a Metro representative, fares were raised sporadically and for more than 5%.  And they still couldn't manage.  So now we get an automatic increase every 2 years, and still no guarantees that service will remain stable.)

Was there any change, with the increased riders, in types of fares used to board? (More two hour transfers? more weekly passes? more one-way Metrolink cash fares?)

In what geographical locations did the ridership increase the most?

Were they suburban, park and ride, train commuters? Or was there an overall increase in people using the buses and trains more after the economy crashed and the price of gas got to high?

Did the steady increase in riders (from 2005-2008) result in more revenue or less?  Because if more riders means more revenue (and it may not), why did the system fail so badly in 2009?

Sorry, no information to be found.

It seems like it would be pretty easy to count the number of people that boarded a bus, but our Metrolink system uses the "Honor System".  (That means that randomly security and police officers board the trains.  This is an easy way for the police to legitimately harass people.)

Hard to know just how many people actually ride the trains, though.  You can count ticket and pass sales at the stations, but not much else. **

EDIT/CORRECTION:  I have been informed by Metro representatives that there are heat sensors that count -- as far as I could understand-- humans by their body heat, over the train doors when they open and close.  They assured me they were accurate.  I suppose they are.  

Metro operates with 160 million a year budget.  Yet they offer no coherent, understandable breakdown on where that money goes.  Or where it comes from.

WHY WERE SO MANY BUS LINES SHUT DOWN IN 2009?

According to page 16 of this document (see link below) on the Metro Website:

http://metrostlouis.org/Libraries/MTF_documents/Moving_Transit_Forward_plan_document.pd

Throughout 2009, the Metro Transit System faced several major challenges in maintaining consistent quality and levels of service. Escalating budget constraints forced Metro to make severe reductions:
32 percent of MetroBus, 23 percent of MetroLink, and 30 percent of Call-A-Ride service was cut throughout the entire St. Louis area. In August 2009, a $12 million special appropriation by the State of Missouri partially restored bus service to the Metro Transit System.  These reductions have negatively impacted ridership and the system’s overall geographic coverage.

WHY?  As with all their "statements" this one is not backed by any substantial information on what caused this crisis.  WHAT ARE THEY DOING WITH THEIR MONEY?

In 1989 they did a big government survey and came up with a "20 year Plan".  The document the above information comes from is part of their NEW 30 YEAR PLAN.

Since they failed to do what they said they would do in 20 years (and failed to predict or foresee how the 2008 economic "crash" in U.S. would effect them-- because a 20 year plan is rarely flexible and only updated when crisis) they now want us to back a new plan?  That runs for 30 years?

Have all the people that were involved in the 1989 plan fired?  Because that was former Mayor Vince Schoemehl's watch, and he is still on the Metro Board.  The 1989-2009 crew has proved their ineptitude and/or corruption.  They need to be removed from Metro.

Wouldn't inflation and an economic crisis result in MORE riders?  

From 2004-2008 Metro's own website claims that there were consistent increases in ridership.  So why didn't that make up for lost revenue?  Why did they need that 12 Million grant from the government?

And if bus service is supposedly restored, why isn't it better?

BRAND NEW BIG BUSES FOR THE 4, 64, AND 70, BUT WHAT ABOUT SMALLER BUSES?

Ah Metro, you are so perfectly designed to suck up federal money, sales tax, and rider revenues, without having to do any real work to make St. Louis Public Transportation viable for the people that depend on you!

You complain that you cannot operate without a 5% increase in fares every two years (without offering any substantial budget and operating costs for public audit).  You blame this on "inflation" (shouldn't that increase your ridership?), and also on diesel fuel costs.

Congratulations on the new bigger buses for your busiest lines! A Metrolink train would have been much nicer, but okay.  In St. Louis, we just have to take what we can get, right?

Hey now, what about all the buses that drive around mostly empty?!!!!!
Have you explored smaller van-type buses or shuttles?  
How many miles per gallon for the regular-size bus?  
How many transit passengers, using what fare structure, do these buses need to operate?  
Have you been monitoring lesser ridden routes to see if smaller vehicles would save you money?

Do I need to name some lines?  Okay, I will name two of them. The #14 (from the CWE station through the Shaw and Hill neighborhoods) and the #57.  I'll add more as I think of them. 


HOW TO GET A FREE BUS PASS: FOR PEOPLE THAT NEVER RIDE THE BUS

Metro makes a big deal about its "employer subsidized transit passes."  This, according to their website, "reduces traffic congestion."

They don't readily offer any proof of this (how many companies participate, how many people that have the passes use them, etc.).  They also do not mention what restrictions or conditions they put on the use (or disuse) of these special passes. 

Washington University is one participant.  "Benefits Eligible" employees receive, for free, a permanent (hard plastic) one year transit pass.  They have to show their employee ID with it when they use it.

If they use it.  "Benefits Eligible" jobs are the ones that lead to free tuition for the employee and their family.

In my (granted, brief) survey of Washington University employees boarding the #2 at the school, if you have the kind of job that pays a wage where you can't afford a car and aren't going to get free tuition, you are not "Benefits Eligible."

I have only seen a few of these passes in use, and always on the train, and usually only at Skinker Metrolink and the Central West End Metrolink.

So, Metro, could you please provide some more (verifiable) statistics on this great program? Or is this just more free money for you and "Feel-Good" unsubstantiated boasting?

EDIT: The following comment was added by a reader on Google:

I would like to add a few comments. I am not sure what your point is and I think you are only looking at this one sided. WUSTL is encouraging Metro use and its environmental impact.I know many employees who use the park & ride lots and take Metro to campus. Do you know that employees have to pay to park at WUSTL? And its not cheap to park on campus.

My response: It is nice that Washington University is encouraging people to use public transit, especially people that would not normally ride it.  You can park for free at a Metrolink station and ride the Blue Line train to campus.  HOWEVER, they do not offer these passes to the worker's on campus that need it the most, and many of whom rely on public transportation completely.  And while the Metrolink will cut commuter time, the bus usually won't.  "The bus is not convenient," a Metro executive told me today. 

Metro puts no conditions on the passes.  They also do not disclose how much the University is paying for those passes.  It's nice money for Metro, and even nicer if the people DON'T use the passes.  They get the money, but don't have to take on any additional passengers, leaving more room for people paying full fare.

Wouldn't it be nice if Metro offered these types of discounted passes to other groups-- say, churches and community groups in low-income areas, where more people rely on Metro? 

What about discounted passes for unemployed people or families on SNAP?

Wouldn't it be nice if Washington University and other schools offered discounted Metro passes to the employees that ALREADY ride the bus and train, and likely don't make a wage where they can afford to buy a car?  (And it seems like it might even feel a little insulting, to work somewhere that gives people that have cars free bus  passes so they don't have to pay for on-campus parking, but does nothing to alleviate the travel time and cost of the employees that make less, aren't benefits eligible, and ride public transit because they have to.)

Metro boasts of "the benefits" of this program, but without any substantiated evidence that this program is making a difference to the community.  Without knowing how much is paid for those passes, and how often they are used, the boast is groundless.

I hope that clarifies it.

UNIVERSITY CITY TO MAPLEWOOD IS A ONE HOUR TRIP , ONE WAY

From fall of 2010 until the end of 2011 I rode Metro five days a week, Tuesday through Saturday, to and from my home in University City near Midland and Vernon, to my job in Maplewood near Sutton and Manchester.

When I first started this job I had use of a car.  It was 15 minutes drive, door to door, in the mid-morning, and about 20 to 25 minutes home at night during the end of rush hour.  It was such an easy drive, and pleasant, down Big Bend most of the way.

Then the car died.

No matter how I configured it, the trip always took at least an hour on public transportation.  And that was when the sidewalks weren't piled with snow or slippery with ice.

I could get the #2 at Schnucks, and ride it the whole exhausting way-- all it's Washington University subsidized twists and turns, through the campus and down Wydown, through Wal-Mart parking, etc.  (See the link to the route map, below).  It was an hour ride, plus another 15 to 20 minutes on foot, to and from the bus stop.  And the 2 only goes down Manchester once an hour.  It runs every 30 minutes, but goes as far as the Maplewood Metrolink, and does not travel on Big Bend at all when it goes down that route.  (Big Bend is much closer to Sutton than the Metrolink.)

http://www.metrostlouis.org/Libraries/Metrobus_Maps/Map02121313.pdf

I could ride the 2 to Enright and Eastgate, get off, and jog two blocks over to Skinker and Delmar and catch the #16 to Bellevue and Manchester, and walk the rest of the way.  If I had missed the #16 I got back on the #2 as it came from the Delmar Metrolink, and either ride it to the Blue Line Metrolink at Skinker and Forest Park Parkway, and then walk from the Maplewood Metrolink or wait for the #32 if the weather was bad.  Sometimes the wait for the #32 was shorter than my walk, sometimes it was a 40 minute wait.

Usually I just walked, even in bad weather, and sometimes out in the street, on Manchester, when the snowplows had just gone through and piled all the snow on the sidewalks.

I could also walk 25 minutes over the hill from Midland down to Big Bend and Forest Park Parkway to the Big Bend Blue Line station, catch the Metrolink Blue Line to Maplewood, and, again, catch the 32 if the timing was right, or walk the rest of the way.

(The Hanley bus to the Clayton Blue Line station required I leave 15 minutes earlier than any other option, and I am not a morning person.  I did that route once. It still took over an hour.)

No matter how I travelled, it was an hour, minimum, if I made all the connections on time.  (You cannot be late at all if you are dealing with public transit.)

In the 1980's the bus used to run down Big Bend.  It was a 30 minute ride from Webster Groves to the University City Library.  Then all of the buses were re-routed to the trains, during the 1990's, and then in 2009 Metro mis-managed itself so badly, it had to cut 24 lines and many were re-routed to pick up the slack.

And, of course, Washington University was allowed to subsidize several bus lines to more suit its' students, including the #2.

They say service has improved, but I made the trip in July of 2013 and it took me the same amount of time, and it was the same travel options.

WHY DON'T BUS DRIVERS SELL DAY PASSES?

A day pass is $7.50.  If you are going to be riding two or more bus/trains, three times in one day, with more than two hours between rides, you benefit from buying a day pass.

If you are going to buy two 2-hour transfers for $6 ($3 each), and then later, take only one more bus or train ($2), it is worth it to buy a day pass.

This is not uncommon- you go to work, you come home, you go out.  Or you stop somewhere after work to shop or eat, etc.

When I asked the Metro Customer service line why bus driver's don't sell day passes, I was told "It is too dangerous for the bus driver to handle money."

She did not understand when I asked why the passes couldn't be sold the same as two-hour transfer tickets, via the fare box?  I did not bother to continue my line of inquiry (an email of this blog post will serve better).

Are Metro executives are so inept that they do not see that it would not be difficult for bus driver's to have day passes, where $7.50 was paid into the new fare boxes, as it is for the same bus to take in three dollars, two or more times?
Ah, you see, they have potential to make more money that way.

Since the passes are only available at Metrolink stations and a few grocery stores, customers are more likely to pay $9 into the fare boxes.

EDIT:  I didn't need to ask if the Metro Executives ever rode the bus when I got this response to the above plan: "You would have to wait while boarding as someone put in seven dollar bills!"

Well, people that get on with multiple children or other family members often have to buy three or more transfers, and that is nine dollars.  If Metro Executives actually had to depend on the transportation they ride, they would know this already.


Read these posts, too: http://optinstl.blogspot.com/2014/03/metro-to-optinstl-do-our-job-for-us.html

http://optinstl.blogspot.com/2014/03/do-metro-executives-ride-public-transit.html

PUBLIC HEARING FOR PROPOSED FARE INCREASE METRO BUS AND TRAIN

IF you cannot attend the hearings, please take this survey on line:

https://www.surveymonkey.com/s/MetroTransitFareSurvey

The survey itself is only choosing from one of three fair options, and asks only what you normally purchase, but you can use the comments box.

BELOW is the cut and paste from the Metro website on 24 March 2014 at 15:25 CDT
http://www.metrostlouis.org/NewsProjects/NewsDetails.aspx?ID=421

The meetings for the 25 and 27th are not correct-- see this blog's sidebar OCCUPY THIS WEEK for the correct information.

Public Meeting Dates Announced for Proposed Metro Fare Increase

3/10/2014
News Release
Bi-State Development Agency/Metro is announcing the dates, times and locations of three public information sessions and a public hearing about a proposed fare increase that would go into effect in July 2014. In addition, the agency is also announcing details about how the public can participate online and provide feedback about this important topic as well.

Public Meeting

Tuesday, March 25, 2014 Thursday, March 27, 2014
11:30 a.m. – 1:30 p.m. 4 p.m. - 6 p.m.
St. Louis City Hall St. Louis County Government Center
1200 Market Street Second Floor
St. Louis, MO 63103 41 South Central
Clayton, MO 63105

Wednesday, March 26, 2014
4 p.m. - 6 p.m.
East St. Louis City Hall
301 River Park Drive
East St. Louis, Illinois 62201

Public Hearing

Tuesday, April 1, 2014
5 p.m. – 7 p.m. -- Formal presentation at 6 p.m.
Metro Headquarters
Board Room
707 North First Street
St. Louis, Missouri 63102

The general public is invited to attend one of these meetings to learn more about three fare increase options under consideration and to provide feedback. A fare increase is necessary to meet Metro transit’s fiscal year 2015 budgeted goal of a five percent increase in passenger revenue. All of these options would generate an additional $2.25 million in annual revenue. Based on public feedback, Metro will adopt one of the fare increase options or a modified version of the three options.

Option 1 increases MetroLink one-ride fare from $2.25 to $2.50 (+$0.25); weekly pass from $25 to $26 (+$1); monthly pass from $72 to $80 (+$8) and semester pass from $150 to $165 (+$15).

Option 2 increases MetroLink one-ride fare from $2.25 to $2.50 (+$0.25): weekly pass from $25 to $27 (+$2); monthly pass from $72 to $78 (+$6) and semester pass from $150 to $175 (+$25).

Option 3 would not change the MetroLink one-ride fare; weekly pass from $25 to $28 (+$3); monthly pass from $72 to $80 (+$8) and semester pass from $150 to $175 (+$25).

The public meetings will be offered in an open house format with no formal presentations made. Metro staff will be available to discuss the fare increase options. The public hearing will include a formal presentation that will begin at 6 p.m., with the remaining time available for public comment. Residents who are not able to attend one of the public meetings are urged to participant and provide feedback online at www.metrostlouis.org/FaresPasses/FareIncrease2014.aspx

They may also comment on the proposed fare increase options by calling 314-982-1422, by email to FareIncrease2014@metrostlouis.org, or by mail to:

Bi-State Development Agency/Metro
Attn: Planning - Fare Increase 2014
707 North 1st Street
St. Louis, MO 63102

Public comments will be accepted until 5 p.m. on Friday, April 4, 2014.

Bi-State Development Agency/Metro’s fiscal year 2015 operating budget is 3.6 % higher than it was in
2014 because of increases in the price of services and products like diesel fuel. All of Metro transit’s
revenue sources, including local sales taxes and passenger revenue, must grow to continue to sustain
the current service level.

Regular and modest fare increases are important to the long-term health of the transit system. Fare increases of about five percent approximately every two years are essential to continue the implementation of Moving Transit Forward, the region’s long-range plan for transit service operations, enhancement and capital investment.

The Bi-State Development Agency/Metro (BSDA/Metro) is the operator of the Metro public transportation system for the St. Louis region, which includes the 87 vehicle, 46-mile MetroLink light rail system; 372 MetroBus vehicle fleet that operates on 75 MetroBus routes; and Metro Call-A-Ride, a paratransit fleet of 120 vans.

BSDA/Metro also owns and operates St. Louis Downtown Airport and its surrounding industrial business park, and the Gateway Arch Riverboats, as well as operates the Gateway Arch Revenue Collections Center, the Gateway Arch Transportation System, and the Gateway Arch Parking Facility.