Mid Hillside Anchorage Community Council Bus Service

Bus Service

Bus Service is an on again- off again thing on the Hillside. Ridership is sparse and we are not where near the population density needed to make it financially feasible. That leaves bus service in our area an easy target for budget cutting.

Bus Service was restored In January of 2001, just in time to be useful for the Special Olympics events held at Hilltop Ski Area.

In Mayor Wuerch's proposed budget for 2002, Hillside bus service was eliminated. The Anchorage Assembly voted to restore Hillside bus service and the Mayor did not veto it.

People Mover is doing a route study that is to be completed in the Spring of 2002. The results of that study may bring changes in our area.

For info on Anchorage Bus Service see: www.peoplemover.org

Link to Executive Summary of People Mover's Route Restructure:
http://www.muni.org/transit1/rls.cfm

This is the first in a series of technical memos to guide us to planning a better bus system. It includes sections on public input, existing conditions, and survey summaries.

Following is an excerpt from the Anchorage Metro Area Transportation Study Board meeting of January 24, 2002.

4. JOINT INFORMATIONAL Transit Route Restructuring

BOB KNIEFEL explained part of the work begun last year with the Unified Planning Work Program and the five-year plan for the Public Transportation Department was to review the route structure of the transit system in recognition of land use, employment center activity, etc. The consultant firm of RLS Associates was hired to conduct this route restructure study. He indicated that a number of meetings have been held throughout the Municipality and a great deal of input has been gained into this effort. The information presented today is intended to precipitate comments from the AMATS Committees.

KEVIN MISCHLER with RLS Associates stated that public meetings were held in August and another set of meetings was held this week. His firm has analyzed existing data, including a 1996 origin and destination survey that showed a more dispersed travel pattern and strong orientations to Midtown, Downtown, and South Anchorage. People Mover currently uses a radial route structure, with most routes beginning and ending at the downtown transit center.

Through the public participation process and analysis of data that has been collected, RLS found that cross-town travel was not being addressed. They looked at grid, radial, and condensed area route structures to determine which might work best in Anchorage. The grid system is fitting for a big city. That system was ruled out because of high cost. A condensed area system would improve frequencies, however, it was found that one-third of the passengers within the condensed area (Tudor Road) had one end of their trip outside of that area.

RLS identified a multi-hub route structure as the optimum long-range concept for People Mover. This structure includes the maintenance of a primary hub downtown and the development of satellite hubs throughout the service area. In addition to radial routes that come downtown, there would be cross-town routes and feeder routes to serve neighborhoods around the satellite hubs. There would be more "time transfers" wherein transfers occur in five-minute periods.

RLS heard through public input that one of the existing problems is the time passengers have to wait. With the multi-hub approach, this would be addressed. The proposal is to add hubs in Muldoon in the vicinity of DeBarr and Muldoon Roads and in the Providence Hospital area. Often facilities such as these include additional facilities, such as day care, meeting rooms, offices, and retail. They are neighborhood-based facilities. The approach is to provide urban linkages throughout the service area so that passengers can transfer to a variety of destinations at these hubs.

MR. MISCHLER explained another aspect of the Department's five-year plan is route deviation. In areas where there is lower demand for transit service, this is a good alternative to fixed-route service. It provides expanded coverage while using less resources. With this service, the bus can deviate from the route to make pick ups on-demand. This allows expansion of the coverage area of the fixed route.

MR. MISCHLER reviewed a "downtown center pulse five-year plan." He explained a number of routes would arrive at the top and bottom of the hour and there would be a five-minute window for passengers to transfer to a variety of other routes at that time. In this scenario, Route 45 would arrive at the transit center every 15 minutes because of its high level of ridership. He noted these times may be adjusted for implementation, depending on the need of passengers. In the short-term, the downtown pulse plan would bring most routes to half-hour frequency. This will be in preparation for the long-range pulse system.

MR. MISCHLER briefly described several route recommendations within the service area.

Hillside: A new Route 68 would replace Routes 62, 64, 66, and 68. That bus would leave Dimond Center once per hour. It would have enough flexibility to respond to on-demand calls. It acts as a feeder for other routes in the system. Route 2 would provide more direct service to Dimond Center.
Hillside Express: A new route that would speed travel from South Anchorage to downtown.
Route 7: Proposed service to the airport.
Eastside: Satellite hubs at Muldoon Mall and Providence/UAA area. More routes will be operating from the Muldoon Mall, so a rider coming in from Eagle River, for instance, would have a choice of routes that would take them to nearly any part of the service area.
Muldoon-Dimond Center: A new cross-town route operating from Muldoon to the ANMC, Providence, and through UAA to Dimond Center. Direct connection without transfer from east to south.
Muldoon Pulse Short-Term: Routes 8, 12, 75, and 76 would operate at one-quarter after and three-quarters before each hour. This would provide many transfer opportunities.
Eagle River: A new circular route that would provide route deviation service. Route 76 would operate each hour from the South Birchwood park-and-ride to the Muldoon Mall. A suggestion was made to combine Route 76 and the new route to provide one route and avoid a transfer. Route 102 will remain and two trips will be added. Route 102 would also be extended to Midtown and Providence Hospital.

MR. MISCHLER emphasized that these are preliminary recommendations. He stated the draft report will come out in March and there will be more public meetings as well. The report will contain a prioritized list of service improvements.

MR. DILLON asked whether consideration had been given to using taxi vouchers as an alternative to route deviation. MR. MISCHLER explained that such a decision is termed a “service plan”, and that is something that would be decided at the next step of developing the system.

MR. KNIEFEL explained attempts were made to recognize Anchorage 2020 by looking at the Muldoon Town Center, for instance. He stated that the lines drawn to show transit corridors in Anchorage 2020 may not be accommodated by this plan, but this plan has a shorter term. One of the most exciting things from a customer viewpoint is memory headways. That is, the bus will make stops at the same time every day, rather than varying times depending on the day. He felt the proposed recommendations in this study are timely.

MS. MORGAN understood that, in the past, express routes were found to be prohibitively expensive. She asked how this plan would fit with fiscal constraints.

MR. MISCHLER replied that, by itself, an express route is not more expensive than a fixed route to operate. He stated express routes that are placed in the right location should have high ridership. For example, Route 102 out of Eagle River is filled on a regular basis. Using the Muldoon Transit Center as an example, Route 12 would use DeBarr Road and 5th/6th Avenues to get into town, which would be a much faster route than the one that circulates through residential areas.

MS. MORGAN asked whether the routes from Dimond Center to downtown are also full.

MR. MISCHLER replied that Route 7 has a very high ridership.

MS. MORGAN was pleased to see express routes are being considered because, from an air quality standpoint, she hoped that more commuters would use the bus.

MS. FAIRCLOUGH asked how many deviations might be accommodated per route within a one-hour period.

GEORGE PATTON with RLS Associates explained that a bus could go off-route 12-15 minutes per trip, which would probably accommodate 2-3 deviations.

MS. FAIRCLOUGH asked if the boundaries of the express route areas, particularly the Hillside, would experience that level of deviation. MR. MISCHLER replied in the affirmative.

MS. FAIRCLOUGH noted there is a new high school being built on Elmore Road and she feared there may be a demand generated by that high school, particularly at peak periods during the day.

MR. MISCHLER noted that Service High School is on the regular route.

MR. KNIEFEL explained the deviation could incorporate some of the AnchorRIDES trips as well.

MR. MISCHLER indicated that, if there is such significant demand, a fixed route would be used.

MS. FAIRCLOUGH noted there is a new high school coming on line in the near-term and the route boundaries may need to be shifted.

MR. DILLON thought this study addressed key issues that, once fleshed out, will improve the system. He asked whether it would be possible to take the parts of this study that address East Anchorage and incorporate those into the EAST Study.

MR. KNIEFEL replied in the affirmative.

MR. CHAPPLE asked what are the constraints of the study; is it demand forecast only, does it reflect the existing fleet, expansion of the fleet, expanded funding level, suggestions for ridership today or for ridership in the future.

MR. MISCHLER responded that it reflects ridership today. He stated a telephone household survey was conducted and used as input into this work. He stated RLS recommends implementation of the full five-year plan as soon as possible in order to provide a viable alternative to the automobile. He stated this study would address needs that currently exist.

MR. CHAPPLE presumed the recommendations would indicate whether they could be met with the existing fleet or if additional fleet would be required, and whether there would be increased operational costs.

MR. KNIEFEL stated there is recognition that the starting point is the existing funding, then there is a prioritized listing through the five-year period. The system will be monitored and measured against performance standards to ensure it is operating as hoped. He stated much of this information will come forward in March with the release of the draft study.

MS. FAIRCLOUGH asked whether it would be possible to present this information to the Assembly or the Administration as a five-year package so there could be dedicated funding to ensure the changes are made and success can be adequately measured.

MR. VAN ETTEN asked whether there is data for modeling expected increases in ridership.

MR. MISCHLER replied that a ridership estimate will accompany the financial estimate. He noted that the finance side involves fare revenues.

MR. VAN ETTEN asked how much of the People Mover budget is covered by fare box revenues and how does that compare to other cities.

MR. MISCHLER replied that 22% of the operating budget is covered by fares, which is higher than cities of similar size.

MR. KNIEFEL noted that, with the recent fare increase, that figure will increase to 25% or 26%. He stated the system has not experienced a loss of ridership as a result of the recent fare increase.

MR. VAN ETTEN asked how Anchorage compares with a city like Seattle in terms of ridership levels.

MR. MISCHLER stated that, measuring average passengers per hour, Anchorage is slightly higher than Seattle.

MR. VAN ETTEN asked how King County Metro funds transit service.

MR. MISCHLER indicated they previously had a dedicated motor vehicle excise tax, but that has changed.

MR. PATTON stated that system was traditionally funded from sales tax (.6%) and supplemented by vehicle licensing fees (excise tax). In 1999, the latter was repealed. Metro subsequently went back and asked for an increase in sales tax, which was approved. Now Metro is funded from sales tax, fare box, and federal grant revenues.

MS. FAIRCLOUGH asked if ridership is being maintained without the free ridership program that had been associated with air quality.

MR. KNIEFEL responded that, for the last year, overall ridership was down without the free bus service; however, January of this year is up compared with December of last year.

MS. FAIRCLOUGH asked whether this group might consider supporting legislation that would place high school students on transit rather than yellow school buses.

MR. KNIEFEL explained the State will only pay for student transportation on yellow buses. He indicated that People Mover currently transports 2000 students per day.

MS. FAIRCLOUGH suggested that a pilot program could be done in high pollution areas. MS. FAIRCLOUGH asked whether RLS Associates is providing any suggestions to promote ridership in elementary schools.

MR. MISCHLER agreed this is a good marketing technique.

MR. KNIEFEL remarked that the Department offers a class pass program through which a teacher buys a $40 pass that allows students to ride the bus for the year. This is one of the most successful programs operated by the Department.

MS. FAIRCLOUGH asked what are the rental rates for a People Mover bus.

MR. KNIEFEL replied they are similar to what Laidlaw charged in the past. He explained there are federal charter issues that come into play, however. Since federal funds are involved in student transportation, there is an issue of competition between People Mover and private industry.

MS. WEINIG noted that school buses are specially equipped to handle some Hillside roads and transit buses are not.

MS. RICHARDSON stated she had heard a suggestion to offer free transit to children using the free meal service at schools, and their families.

MS. ESSERT understood that funds could not be dedicated for things like this.

MS. FAIRCLOUGH explained the Municipality can dedicate funds in this manner, however, the State cannot.