Leah Binkovitz reports.
From September 2015 (the first full month after the switch was implemented) to July 2016 (the most recent complete month), METRO saw its ridership on local bus and light-rail add an additional 4.5 million boardings — a 6.8 percent increase.
The numbers are more modest when looking at local bus ridership alone, which saw a 1.2 percent growth in ridership during that period. The light-rail system’s Red Line saw a more sizable 16.6 percent increase.
“METRO clearly views the buses and rails as an entire system, not separate entities, which is a really productive frame,” said Kyle Shelton, program manager at the Kinder Institute for Urban Research. “They are mutually beneficial and improving the service level on both will likely keep ridership going up.”
Shelton said the lower rate of growth for the local bus routes was unsurprising. “Many of the routes didn’t change that much for many people, and those that did may have resulted in loss of riders — so overall an increase is a good first step.”
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Indeed, local weekend bus ridership is one of the new system’s strongest areas, continuing a trend that begun almost immediately after the redesign was implemented. From June 2015 to June 2016 — the most recent METRO has released more detailed ridership data — local buses saw a 13 percent increase in ridership on Saturdays and a 34 percent increase on Sundays, according to METRO, with similarly strong numbers for rail as well.
Local weekday bus ridership actually dropped over that same time period by 1 percent. However, a 14 percent increase in light-rail ridership amounted to an overall weekday ridership increase of 3 percent. The growth in rail supports Patman’s focus on the new bus system’s strong connections to the growing network of lines. And she said, there’s more to come for the system.
METRO’s data charts boardings, and not trips. Someone who transfers once – in other words, someone who takes two buses – is counted twice. This is because METRO relies on automatic counters on buses and rail cars for these numbers. Because the New Bus Network was intended, in part, to reduce the need for transfers, then theoretically that increased efficiency could also contribute to lower ridership figures.
Overall, total METRO ridership increased from 39.5 million boardings in the first half of 2015 to 42.5 million boardings in the first half of 2016. That’s an increase of 7.5 percent. Jarrett Walker, a consultant who aided with the bus network design, as well as METRO officials, have previously said the aim of the bus network overhaul was to increase ridership by 20 percent after two years of operation.
“We’re focused on better bus stops, more bus shelters [and] improved accessibility,” Patman said. The agency plans to ask for funding for 25 percent more bus shelters in in its next budget.
Spieler said the agency is also in the early stages of planning for more express service. “I’m really thinking of how we built on it,” Spieler said of the one-year old network. “One of the things we’ve talked about is adding more express service, adding more signature routes, [bus rapid transit] routes to sort of make trips faster,” he said. Those routes would likely strengthen major corridors, including along Westheimer Road, the Energy Corridor, downtown and the Medical Center. “That’s an overlay on the network and it’s really possible because of the network,” he said.
I don’t have a whole lot to add to this. We’ve been seeing the numbers as we’ve gone along, and they had all been pointing in this direction. I expect continued growth, with jumps possible when the Harrisburg Line extension is finished and (assuming it doesn’t get sidetracked) the Uptown BRT line debuts. The other BRT possibilities that Christoph Spieler mentions are exciting, if not yet formed. In the meantime, focusing on better bus stops, and the sidewalks around them, will go a long way towards ensuring this trend continues. Well done.
On a personal note, I can say that I take the bus a lot more often now than I did a year ago. I work downtown and carpool with my wife, and had always taken the bus home one day a week because of a regular after-work errand she runs. With the new bus network, I find it completely takes the concern out of pretty much all other variations in our schedules, because one of us can always take the bus home with a minimum of fuss. I’ve taken the bus home from after-work social outings, and I’ve taken the bus to and from after work doctor’s appointments; my wife took the bus one time to a lunch appointment, when I needed the car during that time. None of this was possible before the change. I can’t speak for anyone else, but from my perspective this change has been a big win.
The question I have is whether a “boarding” is a paid fare, or just a person getting on the bus or the train. When I ride to the rodeo, I am about the only one who seems to be paying for a ticket. Riders have learned that you can download a ticket on your cell phone, but not activate it, and ride for free until questioned for a ticket.
@Mainstream the reason it seems that no one pays is because most of METROs riders use smart fares such as Q mobile ticketing or a Q card (day pass also for all day unlimited) which both are good for three hours unlimited travel so no real need to double tap even though METRO would like you to. And the other is because on the rail if you don’t have one of the above you get a rail pass which is also good for three hours rail and bus travel. so they don’t have to really double tap either. now there are a lot of people riding for free but majority about 65-70% pay. fares don’t feed METRO any way just pays for the gas.