March 4, 2010

Friends,

The Friends of Transit 8^th Annual Conference took place last Friday, February 26. It was a GREAT event- we had record attendance of 300 participants and we have received a lot of positive feedback from attendees.  A special THANK YOU to all of the sponsors and speakers. We will be posting photos in the very near future.  We have also had requests to post the presentations from our speakers and will be doing that soon, so stay tuned.

Also, our friends at MAG have asked us to share with you that the Maricopa Association of Governments (MAG) needs your help in identifying the transit priorities for the region. Please click the link below to share your thoughts on what the region’s needs are and what improvements can be made.

http://bqaz.org/frameInfo.asp?mS=m12

This survey was developed as a part of MAG’s Regional Transit Framework Study, one of several studies that are being conducted throughout Arizona to identify and prioritize future transportation needs.

For more information on the study please visit the MAG Regional Transit Framework Study web page at www.bqaz.org or contact Kevin Wallace at 602-254-6300 or kwallace@mag.maricopa.gov.

In the News:
New streetcar should ring up development, Arizona Daily Star, February 18, 2010
Chandler seals land deal for light-rail bus line, Tribune, February 20, 2010
New bus route serves area north of Loop 101, The Arizona Republic, February 22, 2010
Meet Metro’s new chief: Service is the key, The Arizona Republic, February 23, 2010
Flood train of 30 years ago still resonates, The Arizona Republic, February 25, 2010
The HAWK has landed…, City of Tempe Release, February 25, 2010
Light-rail cutbacks may preserve late trains on weekend, The Arizona Republic, March 1, 2010
Light-rail riders who skip paying fare targeted by authorities, The Arizona Republic, March 1, 2010
Panel to look at trimming ALEX service, The Arizona Republic, March 3, 2010
Metro riders mull service cuts, The Arizona Republic, March 3, 2010
High-Speed Rail- An Innovative Solution, PIRG, March 4, 2010

Upcoming Events:
Arizona Transit Association (AzTA) Annual Conference, April 18-21, 2010 in Tucson

Links:
Arizona Transit Association March 3 Legislative Report may be viewed by clicking here

Don’t forget to visit Friends of Transit on the web at www.friendsoftransit.org! 

 

Dear Transportation Professional,

I would like to invite you to attend the Arizona Transit Association’s (AzTA) 2010 Annual Conference “Transit – Embracing Connectivity!” that will be held April 18 - 21, 2010, at the Marriott Tucson University Park in Tucson, Arizona. 

An exciting new addition to our conference this year is an ADOT sponsored Roadeo. The Roadeo is an opportunity for vehicle operators to display their skills through a variety of exercises including an obstacle course designed to replicate everyday driving.  Drivers are competing for the title “Arizona Rural Transit Roadeo Champion” and the right to represent Arizona at the National Paratransit Roadeo to be held this year on Sunday, May 23rd in Long Beach, California as part of the Community Transportation Association of America Expo.  The winning drivers in the Arizona Rural Transit Roadeo receive a trophy and all drivers will receive recognition of their participation in the state event.  For more information, please contact Dan Harrigan, ADOT, at dharrigan@azdot.gov. 

Registration Forms, Sponsor and Exhibitor Opportunities:  Early-bird registration deadline is: April 1, 2010.  Registration is offered for the entire conference or per day.  Visit www.azta.org to learn more about AzTA.  For additional copies of all forms found in this packet, send an email to aztaadmin@cox.net.

Room Reservations:  AzTA has reserved rooms at a special conference rate of  $165 per night plus tax and hospitality fee for single and double occupancy.  The Government Rate is $83 per night plus tax and hospitality fee.  The Marriott Tucson University Park reservation number is 520-792-4100.  For additional hotel information visit the Marriott website at: http://www.marriott.com/hotels/travel/tusup-tucson-marriott-university-park/. Be sure to tell them you are attending the AzTA Conference.

AzTA Golf With Friends:  The newly redesigned Starr Pass Tucson Golf Club, a 27-hole Arnold Palmer Signature Golf Facility, offers stunning views of Tucson and surrounding Arizona mountain ranges http://www.jwmarriottstarrpass.com/tucson-arizona-golf-resort/. The golf event will be held on Sunday, April 18, 2010, with tee off times beginning at 11 a.m.  The green fees are $135.  To register or for more details, email Jess Segovia, segovia@pbworld.com, at PB.

Special Requirements: Be sure to indicate on your registration form if you have any special dietary or other requirement so that you can fully enjoy the AzTA Annual Conference.

If you have any questions regarding the conference, please contact AzTA Executive Assistant, Becky Rutledge, at (602) 550-3265.  I look forward to seeing you at the conference!

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Chandler seals land deal for light-rail bus line
ARI COHN
TRIBUNE
February 20, 2010 - 11:32PM

Henry Richter, who owns a high-profile downtown Chandler property that government officials want for a new bus route serving light rail, says he’s not happy with the offered purchase price, but it’s better than having it taken through eminent domain.

The Chandler City Council on Monday is expected to consider a deal to buy Richter’s 10,000-square-foot residential property — just north of a city pocket park on the northeast corner of Arizona Avenue and Chandler Boulevard, in a predominantly commercial strip across the street from the Chandler Center for the Arts — for $190,000, plus closing costs of about $900.

“That’s the figure we settled on. What can you do?” Richter said.

He called the city’s initial offer of $125,000 “a joke.” However, he said he’d rather sell the land to the city voluntarily than to have it condemned.

Richter countered with an offer of $240,000, according to a recent report by Erich Kuntze, a Chandler real estate manager. The final price was negotiated over several months.

“These negotiations took into consideration market conditions for rental properties in the area, the current appraisal, the property rights being acquired, project timing, the cost and time required to prosecute a condemnation action, and the potential of a higher award due to the property’s location,” Kuntze wrote.

Last August, the City Council voted 4-2 to authorize the use of eminent domain if the negotiations were unsuccessful. An existing bus bay that already cuts into the front of the property will be expanded for the new rapid-transit bus route, leaving the property without access to Arizona Avenue.

The land contains a detached home and a duplex. Chandler officials have said that the city will help the occupants, who are all renters, with relocation costs.

The new LINK route will run from the Tumbleweed Park & Ride at Germann Road and Hamilton Street in south Chandler up Arizona Avenue/Country Club Drive to Main Street in Mesa, then turn west and run to Sycamore Station, the easternmost terminus of the light-rail system.

Once the deal is finalized, the city would be reimbursed with federal stimulus funds from the U.S. Department of Transportation Federal Transit Administration through Valley Metro.

“FTA finds that the settlement is reasonable, prudent and in the public interest,” said Leslie Rogers, FTA regional administrator, in a Feb. 4 letter to the Phoenix Public Transit Department.

All told, the 12-mile route is expected to include about 20 stops in Mesa, Gilbert and Chandler. Construction is scheduled to wrap up in July 2010. The total cost for design, land acquisition and construction is expected to run about $12.5 million, paid out of a $15 million pot of federal stimulus funds.

Chandler also is working to acquire small portions of 15 commercial properties along the route. Valley Metro doesn’t have the authority to handle land acquisitions, leaving the city responsible for acquiring the necessary private land. Valley Metro has agreed to reimburse the city up to $940,000 for land acquisition costs.

Last November, Valley Metro agreed to postpone work on the route until after the holiday shopping season to protect local businesses, at the request of Mesa and Chandler officials.

The new route is the East Valley’s second rapid-transit bus line connecting to light rail. An existing route travels along Main Street through Mesa and connects to the same light-rail station.

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New bus route serves area north of Loop 101
by Jane Larson 
Feb. 22, 2010 01:11 PM
The Arizona Republic

It took two years of planning and lobbying by some of the city's biggest employers, but employees who work and residents who live north of Loop 101 in Scottsdale now have another way to get where they're going.

Valley Metro's Route 72-Scottsdale Road bus route started running north on Scottsdale Road to Thompson Peak Parkway on Jan. 25. The route, which previously turned around one mile south at Mayo Boulevard, now serves an area including Scottsdale Healthcare's Thompson Peak campus and headquarters for Henkel Consumer Goods Inc. and Discount Tire Co.

Officials from the city, businesses and regional transit agency Valley Metro, along with some residents from the nearby Grayhawk community, met last week at the Thompson Peak hospital to celebrate the extended route.

Brad Casper, chief executive officer of the Henkel unit, formerly known as Dial Corp., said bus-riding employees came to him shortly after the company moved to its new headquarters 14 months ago.

"They said, 'Brad, do you realize the bus doesn't come north of the 101?'" he recalled. "Some of the employees were walking . . . and they indicated how treacherous it was."

The extended Route 72 "shows progress that the northern part of Scottsdale will enjoy for years to come," Casper said.

Route 72 now provides the city's northernmost bus service. It starts in Chandler and connects with Tempe and Scottsdale, allowing users to go to school at Arizona State University's Tempe campus, have lunch at the Scottsdale Waterfront and make a doctor's appointment at Scottsdale Healthcare, Valley Metro Executive Director Dave Boggs said.

The bus runs every 30 minutes daily, from about 6 a.m. to 11 p.m. (10 p.m. on Sundays.)

Even as Scottsdale Healthcare was planning the north Scottsdale facility, employees were asking for bus servicethere, spokesman Keith Jones said. The hospital's trip-reduction coordinator tracked requests for free bus passes, and has been getting two to five applications a week since the service started, said Michelle Pabis, director of governmental relations.

"Of course, seeing the bus out front is the best advertisement," she said.

About 400 of Scottsdale Healthcare's 6,500 employees work at Thompson Peak.

Henkel and Scottsdale Healthcare are publicizing the new service to employees through newsletters and their Intranets.

City Councilman Wayne Ecton called the extension not the end of the road, but the beginning of giving everyone in the area more options for getting around.

Tom Sadvary, chief executive officer of Scottsdale Healthcare, said the new service is a win for the city because it reduces congestion. It's a win for employees because it cuts their commute costs, he added, and for employers because it improves access to job sites.

Mayor Jim Lane said that besides reducing traffic, the bus service allows users to save money, safely text-message and be productive while they commute.

Wednesday's celebration also included the one-time opportunity to throw some worries under the bus.

Those attending took markers to poster board with concerns ranging from "health-care reform" and "having three daughters!" to "rush hour" and "getting my house sold." They tossed the posters under the rear tires as the bus pulled out to return to Henkel's offices.

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New streetcar should ring up development
OUR VIEW: $63 MILLION FEDERAL GRANT WILL BROADEN UA'S REACH TO COMMUNITIES
Posted: Thursday, February 18, 2010 12:00 am
Arizona Daily Star

A $63 million grant from the U.S. Department of Transportation for Tucson's new modern streetcar should be a game-changer for downtown.

A four-mile streetcar route running from University Medical Center, through the University of Arizona, down Fourth Avenue, through downtown and terminating on the west side of Interstate 10 will draw new private development along its line, encourage the UA to break farther out of its island campus and bring classes and student housing downtown and re-energize the city's center.

It's vital that the project be managed well and that financial oversight be strict. Project bids, costs, spending and changes must be easily accessible to Pima County voters, who authorized the streetcar in 2006.

The total cost of the streetcar project is expected to be $150 million, city Transportation Department Director James Glock told us Wednesday, although he added that the estimate could "change as we go through the process."

The streetcar was mandated by voters in the election that created the $2.1 billion, 20-year Regional Transportation Authority plan. The big worry has always been how the city would find matching money needed to make the project happen.

The original estimated cost of $180 million was based on an assumption that the city would have to finance its share, he said, and thus it included some costs that won't be incurred, such as debt repayment.

The Regional Transportation Authority will contribute $75 million toward construction and $6 million has been appropriated by Congress, Glock said. The $63 million DOT grant will bring the total funding to $144 million -$6 million below the estimated budget.

"We're not going to chase that money," Glock told us. "First, we very well might not need that $6 million, and second, it wouldn't be appropriate to go to our congressional delegation for more when we're sitting on $63 million that we haven't drawn down."

He said the grant, along with RTA funding "is clearly enough to get us well under way."

Glock said the goal is to complete all the track and overhead conductor work by 2012. Negotiations are still under way with Oregon Iron Works Inc., which will build Tucson's streetcars - thus helping to support a new U.S.-based manufacturing industry.

"Woo hoo! This is huge," state Rep. Steve Farley, D-Tucson, who began promoting a modern streetcar line nine years ago, said on Wednesday.

"Finally we'll be able to carry out that promise that downtown will be the economic center of the entire region," Farley told us.

The year-old Phoenix light rail has so far spurred $7 billion in private development within three blocks along its 20-mile route, Farley said.

"You have to give private developers the infrastructure they can't do for themselves," he said. "Some stalled projects will get legs now."

Jim Campbell, a private developer working on a mixed-use project at the east end of downtown adjacent to the Fourth Avenue Underpass, said the news of the streetcar grant is "smoking hot."

His plan includes 50,000 to 75,000 square feet in student housing, he said, "and the people I've been working with at the university say the streetcar link to the UA is absolutely necessary because we're outside their comfort zone of one mile."

The Star's Rob O'Dell reported last month that the UA already has begun seeking private partners to build student apartments downtown.

"It's kind of fortuitous that our need for growth and our interest in downtown is happening at the same time as this streetcar plan," Bob Smith, the UA's associate vice president of planning, design and construction, told O'Dell.

He said if the streetcar didn't happen, the UA would slow its downtown plans.

The university will issue a request for proposals this spring for student apartments near streetcar stops downtown, Smith said.

Architecture College Dean Janice Cervelli told the Star's Becky Pallack last month that the UA sees potential for downtown classes for working professionals and mixed-use buildings along the route.

We congratulate all the Tucsonans who've worked to make the streetcar project financially viable, especially Mayor Bob Walkup, whose idea it was to package the city's grant request with a promise to buy U.S.-made streetcars.

Tucson has won a great opportunity. It's vital that the project be carried out efficiently and successfully.

-Arizona Daily Star

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Meet Metro's new chief: Service is the key
LIGHT RAIL BLOG
The Arizona Republic
Sean Holstege
Tuesday, February 23, 2010 at 11:33 AM 

With a wave, a longtime Metro employee ushers me into the agency’s inner sanctum and says “Meet the new boss.”

Being a gentleman of a certain age, my mind jumps to a Who lyric, and I wonder, “Same as the old boss?”

Not quite. Metro CEO Steve Banta projects a much more hands-on image than the one struck by his predecessor Rick Simonetta. Simonetta was a planner by training and after a long and distinguished career came to Phoenix to build the starter line. His critics accused him of being aloof or overly willing to delegate at times.

Banta’s quarter-century-long career started as a mechanic. He keeps in his office a picture of the San Diego trolley he first worked on in the mid-1980’s. From there he moved around the country, working his way up as a mechanic supervisor, but always in the operations side of the transit business.

It comes across in his speech.

“I call it the view through the windshield. If we all understand what the operator sees and the mechanic sees every day, then our system will succeed,” he says.

Banta understands that providing transit service is a contract with the public, riders and non-riding taxpayers alike. He came from managing operations in Portland, where the 72 percent of the customers could drive but choose not to. Here, about two-thirds of Metro’s customers have a car.

“I ask (the) operators: ‘Would you pay full fare to use our service?’ If the answer is yes, great, keep doing what you’re doing. If the answer is no, what can you do to get to yes?”

It’s not an abstract question. Banta is leasing a home in Central Phoenix’s Willo neighborhood and rides the train to work. He plans to meet with businesses along the track to see if Metro’s promises came true. He says managing a transit system is all about the relationship with the community.

“Ultimately you are connecting people to life,” Banta says.

He says there are four keys to Metro’s success: keeping the system in good repair, providing a good work environment, getting community buy-in and providing top service.

“Now we have to embrace operations. If (someone feels he gets value for the transit ticket, the expansions will market themselves,” he says, noting that he’s talking with federal officials about downsizing expansions for the first time in his career.

Keeping faith with customers may be challenging in Metro’s second year, as the agency and its member cities consider budget cuts and service reductions. Banta describes the scale of cuts this way: “They are unfortunate, not drastic. It’s not draconian.”
 

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Flood train of 30 years ago still resonates
LIGHT RAIL BLOG
The Arizona Republic
Sean Holstege
Thursday, February 25, 2010 at 10:47 AM

It was on this day 30 years ago that the maiden voyage of a commuter train between downtown Phoenix and Tempe rolled down through town.

Called the “Hattie B,” the train was for many the only way to cross a storm-swollen Salt River. Record rains in mid-February 1980 washed out all the major road crossings, leaving only a Union Pacific trestle to bridge the raging water.

The emergency flood relief train ran only from Feb. 25 through March 7, shuttling continuously between Union Station in Phoenix to a Southern Pacific stop in Mesa, from 5:30 in the morning until 10 at night. It carried nearly 25,000 passengers in the first week. They paid $1. The system lost $30,000 a week, and was subsidized with emergency funds.

The Hattie B set the stage for the light rail system in operation today, and continues to resonate with rail planners looking to the future. The track paralleled Metro’s. People demanded help when cars lined for 10 miles to cross the river where they could.

After the flood waters subsided and bridges were repaired, a growing recognition took hold in the region that an alternative to the car might be prudent. Planners started planning.

The first iteration was ValTrans. Trains on elevated tracks would whisk people around the city quickly. But politics and the price tag got in the way, and planners began thinking about the light rail system that opened in late 2008.

Regional and state planners are putting the finishing touches on a new plan, to link more far-flung suburbs with a commuter rail network, not very different than the Hattie B. Preliminary drafts show that an X-shaped system with lines from Buckeye to Queen Creek and Whitman to Chandler would be as successful as any in the Western United States.

Such a system would be 105 miles, not Metro’s 20 miles, and cost about the same. The line from Queen Creek though Tempe and Phoenix and up Grand Avenue in the west valley would run on the Hattie B tracks.

The idea is certain to get buzz Friday, when the Friends of Transit hold their annual convention. But commuter rail has attracted admirers even among those who are dead-set against light rail. That’s because a persistent complaint about Metro’s service is it takes too long, more than an hour end-to-end.

Light rail is designed to be a frequent urban system with numerous stops. Extending too much farther in its current configuration will limit its effectiveness. But commuter trains have their own rights-of-way, fewer stations and can travel farther distances quicker. A bonus for would be valley rail riders is the tracks are close enough to Metro’s that in some places easy transfers are possible.

Expect to hear more in the upcoming months about plans by the Arizona Department of Transportation and the Maricopa Association of Governments to develop commuter rail. Whatever emerges, its beginnings, much like Metro’s were in the floods of 1980.

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The HAWK has landed....
City of Tempe News Release
February 25, 2010 

Tempe’s newly completed  Western Canal multi-use path, which provides new opportunities for bicyclists, joggers and pedestrians to enjoy parks, schools and other destinations, includes unique pedestrian beacon signals called High-intensity Activated crossWalKs – or HAWKs – that will begin operating Tuesday.

This signaling system is designed to make crossing easier for pedestrians, bicyclists and other path users while minimizing the wait time for motorists.  The pedestrian beacon signals are located just north of Elliot Road at the Western Canal on Rural Road and McClintock Drive.  The signal is designed without a green light and remains dark until a path user activates the signal.   The city will turn on power to the path lights and HAWK signals on March 2.

The six-mile path, which is accessible to people in wheelchairs, runs along the banks of the Western Canal between Arizona Mills and Price Road in central Tempe. Other path amenities include lighting, landscaping and a public art element designed by Tempe artist Laurie Lundquist.  The public art consists of LED illuminated columns at all path trailheads that serve to mark the path.   Funding for the project was provided by federal transportation grants and the Tempe Transit Tax. 

For more information about Tempe’s multi-use paths or instructions on how to use the HAWK beacon signal, visit www.tempe.gov/tim or call (480) 350-2775.

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Light-rail cutbacks may preserve late trains on weekend
Metro says plan 'not drastic'
by Sean Holstege 
Mar. 1, 2010 12:00 AM
The Arizona Republic

The Phoenix City Council will vote Tuesday on a budget plan that would preserve late-night weekend service on Metro light rail but would still make cuts that will cost the system an estimated 1.1 million riders a year.

Metro's governing board would still need to approve the cuts in service, but Phoenix's proposal is likely to go through because the city wields the most representation on the board.

City Manager David Cavazos is recommending cutting the peak rush-hour service by two hours and reducing the frequency of trains during the busiest part of the day.

If enacted, the proposed changes would mean trains would run every 12 minutes instead of every 10 minutes during most weekday times.

On weekends, early mornings and evenings, trains would run every 20 minutes. The potentially busiest hours to see an increase from 10- to 20-minute intervals would be 6 a.m. to 7 a.m. and 6 p.m. to 7 p.m. on weekdays.

The changes would take effect in late July.

Combined, the measures would reduce ridership by 1.1 million, or 10 percent of Metro's patronage last year, Metro and Phoenix officials estimated. Earlier this year, Metro estimated that such changes would save $653,000 in operating costs. Combined with other administrative cuts, Phoenix expects to save $930,000 for the fiscal year starting July 1.

The light-rail cutbacks are part of the city's effort to close a $240 million deficit in its general fund and a drop in a transit fund, both caused by recession-driven declines in sales-tax revenue.

Metro will hold the first of two public hearings on service cuts Tuesday night. The second will be held a week later.

Metro's governing board comprises representatives from member cities, which help subsidize costs not covered by fares. Because most of the rail system is in Phoenix, the city has an option to block any budget measure. In service-reduction meetings last month, Phoenix's representative, Councilman Tom Simplot, was joined by others in objecting to eliminating late-night service.

Given the city's influence, the rest of Metro's board is expected to follow Phoenix's lead in setting budget cuts. That's what happened last year when the region's transit agencies, including Metro, raised fares.

In his first major interview, new Metro CEO Steve Banta told The Arizona Republic that he considered the scope of likely service cuts to be "unfortunate, not drastic."

"It's not draconian," he said.

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Light-rail riders who skip paying fare targeted by authorities
Mar. 1, 2010 06:07 PM
The Arizona Republic

Tempe and Metro Light Rail announced Monday they will begin weekly "focused fare enforcement" along the light rail in Tempe.

The first fare check will be at 10:30 a.m. Tuesday at the Price Road and Apache Boulevard light rail station.

Although Metro estimates riders system-wide have maintained a 99 percent fare compliance rate over the past year, the city and Metro continue to get complaints from the public about fare evasion and a perception of non-compliance.

Focused fare enforcement uses the same criteria as standard fare enforcement except that Metro's fare inspectors will stop riders exiting a train at a designated location to inspect fare media. Any delays are expected to be minimal for those in possession of valid fare.

Those not in possession of valid fare will be cited. After Tuesday, fare enforcement operations will not be announced in advance.

While security officers have some discretion to issue warnings rather than citations, the goal is to ensure that all riders are purchasing and validating their passes. Metro tracks the number of citations issued to determine the impact of enforcement on compliance.

An all-day Light Rail pass is $3.50, while the costs of a citation plus court fees range from $70 - $500.

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Panel to look at trimming ALEX service
Around Ahwatukee
by Cathryn Creno 
Mar. 3, 2010 10:26 AM
The Arizona Republic

Although officials have been able to save law enforcement positions, senior centers and other recreation and social service programs, the Ahwatukee Local Explorer, or ALEX, circulator bus is targeted for a 15 percent cut this summer under Phoenix's budget balancing plan.

A committee appointed by Phoenix City Councilman Sal DiCiccio will meet in the next few weeks to help determine the best way to trim the free bus service's routes, hours or both.

Transit officials expect the city will save $889,000 over the next two years if it trims service by ALEX and four similar neighborhood circulators in other parts of the city. Ahwatukee residents take about 1,500 rides per day on weekdays and about 500 per day on weekends on the free 19-seat bus, according to the Phoenix Public Transit Department.

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Metro riders mull service cuts

The Arizona Republic
LIGHT RAIL BLOG
Sean Holstege
Wednesday, March 3, 2010 at 12:26 PM 

About 18 people turned up Tuesday evening for Metro’s first public hearing about potential service cuts, hours after the Phoenix City Council voted on a city spending plan that includes changes to light rail service.

Metro’s governing board won’t adopt a budget until May, but because Phoenix casts a dominant vote on that panel, the city’s lead is likely to be followed.

The audience at Metro’s hearing was generally supportive of rail service and wanted to persuade officials to keep as much of it as possible. There was little consensus on the seven cost-cutting measures on the table. Most speakers were concerned about improving the coordination between rail and bus service. Generally, riders seemed keen on keeping late-night weekend service, but accepted that reducing the frequency of trains by two minutes wouldn’t be too burdensome.

“We moved in October, purposefully to be closer to light rail. We eliminated one car. I’ve come to downtown Phoenix more this year than in the last 25 years,” said Tempe resident Teresa Kopaz.

Metro’s new CEO Steve Banta told the audience that “the last thing anybody in public transportation wants to do is cut service,” but that city budgets force the decision. Last year’s sharp fare increase is not offsetting the drops in sales tax revenue for member cities, which cover three-quarters of Metro’s operating costs.

To balance the books on the $33.7 million operation, Banta is looking at seven options:
1) Reduce peak-time frequencies from 10 to 12 minutes. Passengers would wait on average six minutes instead of five during most of the day. Metro would save $401,000.

2) Reduce peak frequencies from 10 to 15 minutes. The average wait would go to 7.5 minutes. Metro would save $496,000.

3) Shorten the peak by two hours. Currently, 10-minute trains run from 6 am to 7 pm during weekdays with 20-minute trains the rest of the time. This option would mean trains would run every 20 minutes before 7 a.m. and after 6 p.m. Metro would save $252,000.

4) Shorten the day by two hours. Instead of starting trains at about 4 a.m. and starting the last run just after midnight, Metro would run from 5 a.m. to 11 p.m. on weekdays. Weekend service would also be shaved an hour on each end. Metro would save $321,000.

5) Eliminate late-night service on Fridays. Instead of running last trains at around 3 a.m., Friday service would be like the rest of the weekday. Metro would save $229,000.

6) Eliminate Saturday late-night service. Metro would save $144,000.

7) Run holiday service on five more days, such as the Friday after Thanksgiving. Metro would save $40,000.

Phoenix voted for options 1, 3 and 7.

Not all cuts have the equal effect on riders, and although Metro hasn’t discussed it, the system could find some efficiency by mixing-and-matching these options. A glance at ridership statistics shows why.

About 200 people per hour ride between 4-5 a.m. After 11 p.m., the boarding rate is double that.
Likewise, the 6 a.m. hour currently carries about 1,700 riders, less than the 6 p.m. hour, which carries about 2,400.
In the same way, late-night service on Fridays carries far fewer people than Saturdays. On average, Fridays carry about 340 late-night riders, or less than one-third of the 1,200 on Saturdays.

Metro’s ridership also fluctuates with the seasons much more than most systems. Metro peaked at 40,000 riders a day in November, and bottomed out with 26,000 in July. But neither Metro, nor member cities, has given any consideration to changing schedules during slow summer months. Last year Metro adjusted train lengths to meet demand. All of the valley’s transit systems could save money by introducing changes early in July rather than on the 26th. Instead Metro and Valley Metro will run the current higher level of service for three weeks during the slowest month of the year.

Some systems close certain stations at various times or days, depending on how they used. Stations at tourist destinations are open on weekends, but not weekdays, while stations in financial districts close on weekends. Because Metro’s stations are unstaffed, it’s unclear if there would be significant savings from such a measure.

Some riders at Tuesday’s hearing asked if Metro could collect a fee for permits to park in some station lots, while others wondered if rail service could be salvaged by getting rid of duplicate bus service.

Some passengers asked if Metro was could avoid any service cuts if it collected all its fares. While fare inspection reports show that less than 1 percent of passengers can’t produce valid tickets when asked, confusion over employer and student passes has cost Metro nearly $900,000 in uncollected fares.

Metro will hold its last public hearing Tuesday March 9 from 6 to 8 p.m. at the Tempe Transportation Center in the Don Cassano Community Room at 200 E. Fifth St., Tempe.

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High-Speed Rail – An Innovative Solution
PIRG 
ORLANDO, FL, March 4

Investment in high-speed rail in Florida and across the country would solve many America’s toughest challenges, and the time to make that investment is now.

That was the message John Krieger, Transportation Advocate for the U.S. Public Interest Research Group, gave on Thursday as he spoke to an audience of over 400 business and civic leaders at the High Speed Rail 2010 conference.

"There's a need for high-speed rail all across the country, and it is especially concentrated here in Florida, where public officials, advocates, and industry leaders have come together to make their combined high-speed rail vision a reality,” Krieger told conference attendees.

Florida is slated to receive a $1.25 billion federal grant to build a high-speed rail line between Tampa and Orlando as part of the $8 billion funding for high-speed rail announced by President Obama earlier this year.

High-speed rail proponents, transportation experts, elected officials, engineers and academics from across the country and around the world gathered in Florida for two days to discuss the future of the nation's high-speed rail system.

“High-speed rail provides an innovative solution to many of America's toughest challenges. Significant state and federal investment in high-speed rail will reduce our oil use, cut our carbon emissions, and create hundreds of thousands of quality American jobs,” Krieger added.

Krieger’s presentation (see the slides here) was based on U.S. PIRG’s recent report, The Right Track.

High Speed Rail 2010 is hosted by the US High Speed Rail Association, a non-profit which focuses on advancing a state-of-the-art national high speed rail network.
 

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U.S. PIRG, the federation of state Public Interest Research Groups, is a non-profit, non-partisan public interest advocacy organization.

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