Community Transit's 2013 proposed budget is now online. A public hearing on this budget proposal will take place at 3 p.m. Thursday, Nov. 1 at the Community Transit Board Room, 7100 Hardeson Rd. in Everett.
The budget proposal calls for a 2 percent increase in spending next year, although overall revenues may decline due to an anticipated reduction in federal funding. Changes to federal rules, as well as the fact that the agency operates fewer service hours could impact how much money comes back from D.C.
On the other hand, Community Transit has always been good at attracting competitive funding. Such is the case with two federal grants that will allow the agency to operate 30 additional commuter trips to Seattle each weekday, and about 9,000 new vanpool service hours. The vanpool grant paid for 20 new vanpool vans plus the cost of a new vanpool coordinator for two years.
Partly to operate those additional commuter trips, and partly to help maintain performance on current service, the agency will hire at least five coach operators. Three full-time drivers will be hired, and 2 to 4 part-time drivers will be hired.
The Board of Directors is expected to take action on the proposed budget at its Dec. 6 meeting.
Monday, October 22, 2012
Monday, September 24, 2012
Bikes Add Flexibility to the Commute
By Roland Behee, Community Transit Strategic Planning Unit Manager
The option of taking my bike along on the bus really adds
flexibility to my daily commute.
I live about seven miles from work and commute by bicycle in
late spring, summer and into early fall. As the weather turns cold and
wet and daylight becomes scarce I often mix it up with a bike and bus
commute.
Living one mile from Community Transit's Swift line,
I can bike from home to Swift in about five minutes. The on-board
bike racks make it simple to board, sit down and enjoy a relaxing ride on a
warm, dry bus. At the other end, I deboard Swift with my bike and,
again, have about a one mile, five-minute ride to work.
What's really great about combining the bike with bus travel
is flexibility, time savings and extended range. It's flexible because it
allows me to take the bus in the morning if there is rain and yet I can bike
all the way home in the evening if the weather clears. I save time
because I can ride to the bus stop in five minutes whereas walking can take 15
minutes or more.
I also appreciate the bus option when I don’t feel like
biking the entire distance and just want to sit down for part of the
trip. Having the bike along also gives me more options for running
errands on the way home with easy access to my bank, the bakery and other
destinations that would take longer to visit on foot.
In our area, it's really easy to incorporate a bike into your bus commute since every bus is equipped with racks on either the outside (regular buses) or interior
(Swift). They are simple to use and instructions are readily
available.
If you're like me, once you've taken a bike on the bus you
will probably think of all kinds of new possibilities for travel.
Tuesday, September 18, 2012
Seattle Ride Free Area Going Away
King County Metro Transit has decided to eliminate the downtown ride free area on Sept. 29. The decision was really made by the King County Council as a concession to approve the two-year $20 car tab fee.
Either way, there are a few impacts for Community Transit riders.
Commuters who board Community Transit buses in downtown Seattle will pay on entry, which is how they pay everywhere else. This also means that riders must board at the front doors.
Having an ORCA card will make boarding faster; so far the vast majority of Community Transit's commuter riders have ORCA cards.
Lynnwood-bound riders who board north county Routes 421, 422 or 425 will need to let the driver know they are only going to Lynnwood before paying fare. This allows the driver to change the farebox from the default north county fare. Currently, this is done at the Lynnwood Transit Center as people deboard.
The upside to this change is that when commuters get to their destination they can just hop off the bus from any door! Also, there shouldn't be a lot of "free riders" taking their seats in downtown Seattle. Community Transit does not have a local fare in King County, so anyone boarding a bus downtown will have to pay a commuter fare.
The downside could be confusion the first few days after the change. There may also be longer waits for buses downtown as people take longer to board.
For information on how people can get around downtown, visit Metro's website.
Either way, there are a few impacts for Community Transit riders.
Commuters who board Community Transit buses in downtown Seattle will pay on entry, which is how they pay everywhere else. This also means that riders must board at the front doors.
Having an ORCA card will make boarding faster; so far the vast majority of Community Transit's commuter riders have ORCA cards.
Lynnwood-bound riders who board north county Routes 421, 422 or 425 will need to let the driver know they are only going to Lynnwood before paying fare. This allows the driver to change the farebox from the default north county fare. Currently, this is done at the Lynnwood Transit Center as people deboard.
The upside to this change is that when commuters get to their destination they can just hop off the bus from any door! Also, there shouldn't be a lot of "free riders" taking their seats in downtown Seattle. Community Transit does not have a local fare in King County, so anyone boarding a bus downtown will have to pay a commuter fare.
The downside could be confusion the first few days after the change. There may also be longer waits for buses downtown as people take longer to board.
For information on how people can get around downtown, visit Metro's website.
Oct. 1 Service Changes
As happens twice a year, Community Transit's schedules will change on Monday, Oct. 1.
Planners have continued tweaking schedules after the massive February service network restructuring. They have looked to close layover gaps (when buses are stopped between trips) and add running time to some routes that have had trouble keeping on schedule. Because of this, many routes will see trip times changed a couple minutes earlier or later. Check the online schedule or Bus Plus books.
There also are a couple of routing changes being made that reflect either customer preference or things that really didn't work out. A few changes are being made this fall, while others have been proposed for Feb. 2013.
Routes 105 and 115 will no longer drive into the McCollum Park Park & Ride. Low ridership for these routes at that location, coupled with the time it takes to pull into and out of that lot make this a good change to improve on-time performance. Those riders wishing to travel along Bothell-Everett Highway can still catch Route 106, or they can simply catch Routes 105 or 115 along 128th Street.
Route 240 took extra time to travel north past the Stillaguamish Senior Center to serve three low-ridership stops. Now the route will end at the senior center. Those northern stops will continue to be served by Route 220, and are within short walking distance for people who don't want to wait for a connecting bus. Again, this change will save time to help keep Route 240 on schedule.
Route 280 was rerouted in Lake Stevens when a traffic roundabout project was under construction. After it was completed, it turned out that buses couldn't make the turns. So, the reroute up Hwy 9 to Lundeen Parkway is becoming permanent.
The other change this fall, elimination of the downtown Seattle Ride Free Area, is subject of another blog post.
Planners have continued tweaking schedules after the massive February service network restructuring. They have looked to close layover gaps (when buses are stopped between trips) and add running time to some routes that have had trouble keeping on schedule. Because of this, many routes will see trip times changed a couple minutes earlier or later. Check the online schedule or Bus Plus books.
There also are a couple of routing changes being made that reflect either customer preference or things that really didn't work out. A few changes are being made this fall, while others have been proposed for Feb. 2013.
Routes 105 and 115 will no longer drive into the McCollum Park Park & Ride. Low ridership for these routes at that location, coupled with the time it takes to pull into and out of that lot make this a good change to improve on-time performance. Those riders wishing to travel along Bothell-Everett Highway can still catch Route 106, or they can simply catch Routes 105 or 115 along 128th Street.
Route 240 took extra time to travel north past the Stillaguamish Senior Center to serve three low-ridership stops. Now the route will end at the senior center. Those northern stops will continue to be served by Route 220, and are within short walking distance for people who don't want to wait for a connecting bus. Again, this change will save time to help keep Route 240 on schedule.
Route 280 was rerouted in Lake Stevens when a traffic roundabout project was under construction. After it was completed, it turned out that buses couldn't make the turns. So, the reroute up Hwy 9 to Lundeen Parkway is becoming permanent.
The other change this fall, elimination of the downtown Seattle Ride Free Area, is subject of another blog post.
Monday, September 10, 2012
Fare Increase Proposed for February 2013
The Community Transit Board of Directors has proposed a fare increase that would take effect on Feb. 1, 2013. The proposal would raise fares by 25 cents on local bus service, 50 cents on south county commuter bus service and 75 cents on north/east county commuter bus service (Routes 421, 422, 424, 425 and 821).
DART paratransit fares would go up 25 cents and vanpool fares would increase 10-15 percent based on the vehicle.
The fare increase is intended to keep revenues in line with inflation; in other words to pay for existing service not new service. Local and DART fares were last increased in June 2010; commuter and vanpool fares were last increased in October 2008.
As a service agency, Community Transit must bring in as much revenue as it spends to operate service. In recent years the agency was spending more than it brought in as sales tax revenues took a nosedive. The result was two major service reductions totaling 37 percent of bus service and 206 employee layoffs.
To help prevent the agency from landing in the same predicament, a Six-Year Transit Development Plan approved in early 2011 called for regular fare increases every two years. This first fare increase was to have been implemented this fall, but CEO Joyce Eleanor chose to push back the proposal to Feb. 2013 to provide some relief to riders who have endured so many cuts.
Still, the fare increases are an important revenue tool to keep the agency afloat. In 2011, fares paid for 18.5 percent of the cost of operating the agency's service. If the proposal is approved, that rate would rise to 21 percent in 2013. In other words, even with the fare increase about 79 percent of the cost of each bus trip (on average - some trips cost more than others) are paid for by sales taxes and other revenue.
Finally, while the agency has no near-term plans to add bus service, there will be 30 commuter trips added in Feb. 2013 thanks to a federal CMAQ (Congestion Management and Air Quality) grant. Even the 20 percent local match for that grant is paid for - by a small new pot of transit money authorized by the state legislature this year.
Here's how you can comment on the fare proposal.
DART paratransit fares would go up 25 cents and vanpool fares would increase 10-15 percent based on the vehicle.
The fare increase is intended to keep revenues in line with inflation; in other words to pay for existing service not new service. Local and DART fares were last increased in June 2010; commuter and vanpool fares were last increased in October 2008.
As a service agency, Community Transit must bring in as much revenue as it spends to operate service. In recent years the agency was spending more than it brought in as sales tax revenues took a nosedive. The result was two major service reductions totaling 37 percent of bus service and 206 employee layoffs.
To help prevent the agency from landing in the same predicament, a Six-Year Transit Development Plan approved in early 2011 called for regular fare increases every two years. This first fare increase was to have been implemented this fall, but CEO Joyce Eleanor chose to push back the proposal to Feb. 2013 to provide some relief to riders who have endured so many cuts.
Still, the fare increases are an important revenue tool to keep the agency afloat. In 2011, fares paid for 18.5 percent of the cost of operating the agency's service. If the proposal is approved, that rate would rise to 21 percent in 2013. In other words, even with the fare increase about 79 percent of the cost of each bus trip (on average - some trips cost more than others) are paid for by sales taxes and other revenue.
Finally, while the agency has no near-term plans to add bus service, there will be 30 commuter trips added in Feb. 2013 thanks to a federal CMAQ (Congestion Management and Air Quality) grant. Even the 20 percent local match for that grant is paid for - by a small new pot of transit money authorized by the state legislature this year.
Here's how you can comment on the fare proposal.
Wednesday, August 22, 2012
Taking the Bus to the Fair
Taking the bus is a fun and sometimes convenient way to get there, especially if you hate dealing with the parking situation. All Monroe routes serve the west gate entrance to the fair.
Bus service to the fair has changed over the years as the agency has cut back its bus service overall. Only a few years ago, Community Transit used to put extra buses on fair routes to handle the increased demand. People who typically never ride the bus often take the bus to the fair. Lower revenues put an end to the extra service; changes in regular service have also altered bus service to the fair.
This year, service for those coming west from Gold Bar and Sultan will involve a transfer at Chain Lake Road in the mid-days and on Saturdays. These riders will benefit from using an ORCA card with its two-hour transfer value.
People who have traditionally parked at the Snohomish Park & Ride to catch the bus to the fair will have to walk about two blocks out to Avenue D. That change, taking Routes 270 and 275 out of the park & ride, took place with the June 2010 service cuts.
Then, of course, there is no bus service on Sundays and major holidays, including Labor Day, the last, and often most crowded day of the fair. That was another cut from 2010, and one that particularly surprises irregular customers.
While the service cuts over the years were made with the entire bus network in mind, the fair takes place two weeks out of the year in one of the county's smaller cities. The good news is that Highway 2 has pretty good bus service - every 30 minutes in peak hours and hourly the rest of the day and Saturdays (from Everett) - and the special stop at the fair's entrance does provide a perk that bus riders have over drivers.
Either way you get to the fair, you're going to get stuck in traffic. At least on the bus you can relax and watch others honk their horns.
Monday, August 6, 2012
Proposed February 2013 Service Changes
Community Transit is now taking comment on proposed changes that would take effect in February 2013. The changes continue to adjust the service network that was restructured in February 2012, plus there are additional commuter trips thanks to federal and state funding.
Details of the proposal are on the Community Transit website. In a nutshell, Route 112 will serve the Lynnwood Transit Center, Route 417 will move off 44th Ave W and travel on I-5 to 196th Street, and Route 885 will be eliminated, with all three of those trips converted to Route 880.
Thanks to a federal CMAQ (Congestion Mitigation and Air Quality) grant, and a new state transit fund, Community Transit will add 30 commuter trips between south Snohomish County and downtown Seattle and UW. The trips have not yet been determined, but they will be placed where passenger demand is highest, some in the a.m., some in the p.m. While the agency had not anticipated adding service because of the slow economic recovery, there is no local money being spent for these trips. The CMAQ grant is for three years; it is hoped that in that time sales tax revenues will have rebounded enough so this service can be funded by local revenue.
Public comment on these changes is being taken through Sept. 7. The Board of Directors will hold a public hearing on the proposal at 3 p.m. Sept. 6 at 7100 Hardeson Rd in Everett.
Details of the proposal are on the Community Transit website. In a nutshell, Route 112 will serve the Lynnwood Transit Center, Route 417 will move off 44th Ave W and travel on I-5 to 196th Street, and Route 885 will be eliminated, with all three of those trips converted to Route 880.
Thanks to a federal CMAQ (Congestion Mitigation and Air Quality) grant, and a new state transit fund, Community Transit will add 30 commuter trips between south Snohomish County and downtown Seattle and UW. The trips have not yet been determined, but they will be placed where passenger demand is highest, some in the a.m., some in the p.m. While the agency had not anticipated adding service because of the slow economic recovery, there is no local money being spent for these trips. The CMAQ grant is for three years; it is hoped that in that time sales tax revenues will have rebounded enough so this service can be funded by local revenue.
Public comment on these changes is being taken through Sept. 7. The Board of Directors will hold a public hearing on the proposal at 3 p.m. Sept. 6 at 7100 Hardeson Rd in Everett.
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