Archive for the ‘Highland-Riverside urban rail proposal’ Category


Project Connect’s urban rail forecasting methodology — Inflating ridership with “fudge factor”?

20 June 2014
Graphic: Watts Up With That blog

Graphic: Watts Up With That blog

By Susan Pantell

Recently Project Connect posted a Technical Memorandum dated 13 June 2014 from Alliance Transportation Group discussing what it describes as “Central Corridor Initial LPA Transit Ridership Forecasting Methodology and Summary Ridership Forecasts”. In this posting, researcher Susan Pantell provides a critical analysis of this memo.
Screenshot of page 1 of Alliance Transportation Group's Technical Memorandum on Project Connect's ridership forecasting methodology.

Screenshot of page 1 of Alliance Transportation Group’s Technical Memorandum on Project Connect’s ridership forecasting methodology.

This memo does not really provide data on their methodology since the model is secret. Beyond that, their documentation is largely hand-waving.

1. Most importantly, they did analysis only for 2030. FTA now requires current year ridership analysis. “Current year” is the most recent year for which data on the existing system and demographic data are available. An applicant may choose to also evaluate a 10-year or 20-year horizon, and, in that case, the current-year and future-year estimates will each count 50%. Current year ridership would be a lot lower because there is not the development around Highland or the eastern side of UT, but they did not do it.

2. They estimate 15,580 daily trips using the model, which they round up to 16,000. Then they say that on game or event days, ridership could be 20,000 or higher. So they conclude “the project team believes that the median value of 18,000 is a reasonable preliminary estimate of 2030 ridership.” At the end of the memo they explain that this is not based on their calculations, but on their assumption of a 10-15% increase in ridership based on future development (18,000 is a 15% increase).

Lyndon Henry says that is a reasonable assumption, and it may be, but it is not based on data or adequately documented in this memo. They don’t say how many days they predict ridership will be 20,000 or over. There are a lot of events in Austin, but not a lot with high ridership — only 8-9 game days for football and about 10 days for SXSW. If I assume 40 days with 21,000 ridership and 15,600 on the other days, the average comes to 16,300.

They are also accounting for the special event days by adding 25 to the annualization factor of 300 that FTA uses. In addition, they add 103,000 to the annual ridership figure to account for special events.

3. Note that they estimate that total trips for the Capital Metro system will increase by 10,700 in 2030, which is lower than the ridership estimate above because bus ridership will be reduced along the route. Based on that figure, bus ridership will go down by almost 5,000 trips.

4. “Transit fares were set at the equivalent Capital Metro fares for premium transit modes discounted to 2005 model base year dollars.”

Why are they estimating 2030 ridership based on 2005 fares? Because ridership is higher with lower fares. They are assuming $1.50 fare. Using an online calculator, $1.50 is $2.78 in 2030 dollars for a 2.5% inflation rate. (For 2020 it would be $2.02 – $2.34.) That’s assuming they don’t raise the rates beyond the inflation rate.

I calculated the ridership based on a 2030 fare of $2.78 and assuming a 0.4% decrease in transit ridership for every 1% fare increase [TCRP, Report 95, Transit Pricing and Fares, 2004, Chapter 12, p. 12-6. TCRP RRD #61, Traveler Response to Transportation System Changes, 2003, p.19]. I come up with a 2030 ridership of 12,300, as compared with their 15,580. If you add their 15% fudge factor, it comes out to 14,000. If you decrease the base ridership of 12,300 by the same percentage as they do to come up with the total system trips, it comes to 8,500 new trips for the system.

Is that worth $1.4 billion?


Austin pro-rail group declares war on Project Connect urban rail plan

15 June 2014
Julie Montgomery, AURA leader, was sole member of Central Corridor Advisory Group (CCAG) to vote against Project Connect's urban rail plan. Photo: L. Henry.

Julie Montgomery, AURA leader, was sole member of Central Corridor Advisory Group (CCAG) to vote against Project Connect’s urban rail plan. Photo: L. Henry.

In a 13-1 vote this past Friday (June 13th), a key mayor-appointed review committee, the Central Corridor Advisory Group (CCAG), approved recommending Project Connect’s urban rail proposal to the Austin City Council. If (as expected) the council endorses the plan as the city’s Locally Preferred Alternative (LPA) for urban rail, it could set the basis for approving, perhaps in August, a ballot measure for bond funding in the November 4th election.

The CCAG vote context on this controversial project was far from placid, with public comments criticizing the plan as well as supporting it (the usual speakers’ limit of five was obligingly expanded to allow two extra supporters, while an opponent was turned away). The first speaker, Marcus Denton, representing a major pro-rail group, Austinites for Urban Rail Action (AURA), announced the organization’s opposition. AURA’s constituency includes a significant segment of particularly influential and technologically savvy young professionals in the Austin community.

Lyndon Henry, a transportation planning consultant and former Capital Metro board member (and currently a contributing editor for Austin Rail Now), noted that the Project Connect plan fell short of serving the University of Texas West Campus, one of the densest neighborhoods in Texas. He suggested that a rail line in the Guadalupe-Lamar corridor — backed by many community groups and individuals — could include branches serving both the West and East Campuses, but called for UT’s administration to take “responsibility for funding its fair share of what it wants.”

CCAG member Julie Montgomery, one of AURA’s top leaders (see photo at top), was the sole member of CCAG to vote against endorsing Project Connect’s urban rail plan, particularly questioning the validity of the data, methodology, and projections on which it’s based.

AURA immediately issued a media release (below), now posted on the AURA website.

Marcus Denton announces AURA's opposition to Project Connect plan at CCAG meeting. Screenshot from City of Austin video.

Marcus Denton announces AURA’s opposition to Project Connect plan at CCAG meeting. Screenshot from City of Austin video.

Following today’s vote by the Central Corridor Advisory Group (CCAG) recommending a $1.4 billion Riverside-to-Highland urban rail line, AURA announced the route would act as a long-term barrier to a comprehensive, efficient transportation system and urged Austin City Council not to put it on the November ballot.

“We’ve worked for months – some of us years – trying to get an urban rail route we could support, but unfortunately this is worse than no rail,” AURA board member Steven Yarak said. “Squandering scarce funds on a second low-ridership rail line would set back public support for more effective public transit investments for decades.”

AURA’s Project Connect Central Corridor Committee co-chair Brad Absalom noted that, “While we’re supportive of the more cost-effective Riverside segment, we’re very worried the northern section will block rail on Guadalupe-Lamar, our most productive corridor, indefinitely, even as it drains funds from buses.”

AURA urged City Council not to place a Riverside-Highland urban rail bond proposition on the November ballot. Susan Somers, AURA board member, described AURA’s transportation agenda going forward: “Step one in building a better transportation system is preventing this urban rail bond from making the ballot, and defeating it if it does. As we continue lobbying for an urban rail line we can support, we’ll be pushing hard for improvements to Austin’s bus, cycling, and pedestrian infrastructure.”

AURA is a grassroots urbanist organization focused on building an Austin for everyone by improving land use and transportation through policy analysis, public involvement, and political engagement.

AURA leaders indicated they would actively campaign to defeat a bond measure for Project Connect’s rail plan, while striving to substitute a new urban rail plan, more effectively meeting community needs, together with broader public transport and other alternative mobility initiatives. ■

Majority of CCAG votes to endorse Project Connect urban rail plan. AURA leader Julie Montgomery, at table at left in photo, voted No. Photo: L. Henry. (Click to enlarge.)

Majority of CCAG votes to endorse Project Connect urban rail plan. AURA leader Julie Montgomery, at table at left in photo, voted No. Photo: L. Henry. (Click to enlarge.)