Bus Riders Union of Austin, Texas | El Sindicato de Pasajeros

December 2009 Access Advisory Committee Minutes

In the discussion of the last Metro Mobility Working Group (MMWG) Meeting, Chair Aleman talked about an internal Capital Metro memorandum that was brought to the meeting by Inez Evans. The memo stated that it was Capital Metro’s wish to rapidly deal with the outstanding issues in the MMWG, for the Group to finish its mission and to be brought to an end.

Several members of the Access Committee stated that this issue should be brought up in more detail in the meetings of the MMWG and then the members of Access who are on the MMWG would have to bring back any motion to conclude the MMWG back to the full Access Committee.

Capital Metro Staff Reports

Chad Ballentine gave an update on the technology tools that are being tested and rolled out by Capital Metro to assist MetroAccess in running more smoothly. He stated that the ride notification call software patch has still not been delivered by the company assisting in building this tool. The pilot testing of this tool is ongoing and he said that Capital Metro would not be rolling out this tool on a system wide basis before the testing is completed.

I am appending the text of the report that I attempted to read to the new Capital Metro Board of Directors, yesterday, January 25, 2010. Mike Martinez, must have thought that I was striking a nerve, because he tried to cut me off several times, and finally succeeded two paragraphs from the end. Unfortunately, Mayor Pro Tem Martinez, who we used to hope was our friend, was nominated by Leander Mayor John Cowman, and we know where his sentiments lie. I hope that having Mike Martinez as chair does not steer the board into "business as usual".

-Diane

CAPITAL METRO ACCESS ADVISORY COMMITTEE BOARD REPORT 01/25/2010

My name is Diane Bomar Aleman, and I am the chair of the Access Advisory Committee. I would like to take this opportunity to welcome all of the new Board members, and extend an invitation to each board member to come to our meetings, which are held on the first Wednesday of the month in the Travis County Commissioners' Courtroom located in the Ned Granger Building at 314 W. 11th St. We meet between 5:30 and 7:30 P.M.

As I am sure you are aware, we had many people with disabilities present today. We had hoped that they would be present to hear my remarks, but, because MetroAccess does not allow open returns from public meetings, all of us had to schedule specific return times by 5 pm yesterday afternoon. This is an example of how MetroAccess is not responsive to the needs of its customers.

I was unable to attend our last meeting, because my ride was scheduled for 3:30 for a 5:30 meeting that was 9 miles from my house. I was not feeling well, and knew that I could not endure waiting for 1 and a half hours for the meeting to begin then chair it for 2 hours. Had my ride been scheduled for 4:30, I probably could have gone. No one should have to leave 2 hours in advance for a 2 hour meeting. The draft minutes for our January meeting are attached to this report. Rather then reading them, I would prefer to use my time to discuss some issues that need immediate attention, and offer a challenge to the board.

Let me start by saying that all of us on the Access Committee are also volunteers, and, unlike CSAc, we don't get free sandwiches or monthly passes. We want to be a part of the solution, not part of the problem. Many of us spend several hours a day, talking with MetroAccess users, answering questions and advocating for them in appeal hearings. We are counting on you to be stewards of the public trust, and return Capital Metro to its investors and consumers, namely the public who pay for its existence through sales tax and Federal taxes.

Those of us who are transit dependent are depending on you to make decisions that will enhance the quality, quantity and efficiency of public transit in our community. We count on you to listen to the public and direct management to fulfill its obligations to those who pay their salaries.

Although it is true that sales tax revenue is down, we want the board to be aware that the economic downturn is being used by Capital Metro's senior management as an excuse to escalate the agenda that was begun when there was over $200 million in the bank. Examples abound, but I will limit them to those experienced by the disability community.

In the 2004 referendum, the public approved an expenditure of $60 million for a commuter train between Leander and Austin. At that time, Capital Metro had over $200 million in cash reserves. $30 million of the cost of the train was supposed to be paid for by a Federal grant. This grant was never applied for, and though the final figure for the true cost of the train is unknown, by the public, we know that it exceeds $120 million! Contrary to what Capital Metro senior management seem to think, The public did not give them a blank check for a commuter train, nor did the voters agree to have existing services reduced to pay for the train.

In 2005, the service area for STS, now called MetroAccess, consisted of all of Austin, Lago Vista, Pflugerville, Rollingwood, Cedar Park, Leander, San Leanna,West Lake Hills, Jonestown, Manor, Sunset valley, and the unincorporated areas of Travis County. Some of these locations had never paid the 1% sales tax. Shortly after the commuter train was approved in the 2004 referendum, the STS service area was decreased to locations within 3/4 mile of a bus stop, or the minimum required by ADA. In 2007, a "director of paratransit" was hired. The change in title, though unnoticed by most people, probably even by the Board of Directors was significant because it was management’s attempt to change the mission of STS from providing transportation to people with disabilities throughout the metropolitan area to one of providing service which is only parallel to the fixed-route system. Although ADA had been in effect for over 13 years, Capital Metro did not start using minimum ADA requirements as an excuse to reduce service until after the train referendum was approved. The past year offers more examples of this behavior. One year ago, when it was realized that sales tax revenue would be significantly lower than projected, the immediate response from Capital Metro management was how can we get more money for the train from economic stimulus funds, and also how can we reduce the bus system and how much can we raise the fares?

In the meantime, MetroAccess has suffered tremendously. Wait times have increased because the pickup window has doubled, people are being dropped off even earlier for appointments, being picked up later than the 30 minute window, the fare has risen 71%, and now people who have been dependent on the system for 20 years, are being denied re-certification. For others who are being re-certified, there eligibility is being reduced to one of several types of conditional eligibility such as eligibility between May and August (though we know that temperatures in Austin can reach over 90 and even 100 in other months), only being taken to a bus stop, or "trip by trip" eligibility, which entails someone else determining if the person is able to reach their final destination by bus or by MetroAccess. The people being denied re-certification are blind, have severe seizure disorders, osteoarthritis preventing them from walking even a half a block, use wheelchairs, and others that I don't even know about. Since, at least October, of 2009, appeals have been occupying the time of 3 salaried Capital Metro employees. Most people who have their eligibility denied, don't know what to do. The application is inaccessible to those of us who cannot read print. Agencies who have helped people with disabilities fill out these applications, have been filling them out the same way they always did, but, now the clients are being denied eligibility. But, yet, the director of Paratransit insists that the people are not filling the application out correctly! The Access Committee is told that nothing has changed, no policy has changed, the practice is the same, but, people just aren't filling out the application correctly. We need intervention by the Board in this matter.

The 30-minute window, which we tried to stop, has caused many more issues. In 2007, when the new director was hired, she promised me, in a public meeting, that no expansion of the pickup window would take place until a ride arrival notification system was in place. The pickup window was increased in November, and we still don't have a working ride arrival notification system. People have to wait outside, or in areas with no seating. People are being dropped off for appointmen s, such as doctor's offices or work, as much as 2 hours before the building even opens! When I have mentioned this to Capital Metro staff, the response is "safety is not a concern for public transit".

In hiring a new CEO, please take this history into consideration, because this is coming from the very top of Capital Metro. Those below are just doing their job. It is the responsibility of the board of directors to set the direction for management, and make sure that their directives are followed. For far too long, the tail has been wagging the dog, and management has been directing the board with pretty slide shows and a lot of great spin. We, the public, need a board that can read between the lines and not be swayed by pretty pictures and speeches from consultants, or an agenda that focuses more on answering to the business community than meeting the needs of the public.

During the next month, we challenge each member of the board to put your car, and/or bike, in the garage for one week; a full 7 days and exclusively ride the bus. It is crucial that each of you understand what our current transit system really is. Can you get your kids to daycare, get to the store, get to meetings, fully participate in the community on the bus? Can you endure the waiting, the heat, the cold, the rain, etc. If not, how do you expect others to do so? A motto I try to live by is "don't advocate for something that you cannot live with yourself."

If you take on this challenge, take it one step farther. Each day imagine that you have a severe disability. One day imagine that you are getting to the bus stop in a wheelchair, another imagine that you are totally blind, or partially blind, and the different light (hazy, sun) etc., makes it difficult to see holes Imagine what it is like to get across parking lots, cross busy streets without audible pedestrian signals, go through sand and no sidewalks, or steep hills or stairs along the route in a wheelchair. Imagine one day that you have severe seizures that are more likely to occur with stress or heat, and that you have one while waiting at the bus stop. Imagine being in constant pain, and having to wait for the bus. Only by improving the bus system for everyone, can dependence on Metro/access be reduced. Take notes, share your experience, maybe on the Capital Metro blog, or send them to me so that we can share and learn from all experiences. Let's work together to develop a transit system that you will use, not just when it is convenient, but all of the time. If you cannot do this, please write down why you are unable to do this, and share it with us.

Last summer, a board member asked Ms. Evans if MetroAccess eligibility is granted for those who have a bus stop very close to their residence. This is typical of the thinking of someone who does not use the system or understand the issues. Getting to a bus stop is the first step, but the destination is the goal. If the goal cannot be accessed with the bus, then it doesn't matter how close the bus stop is to the person's home.

Please do not let business or management distract you with stigmatized terms like "social service agency". Capital Metro is a Public Service Agency. We need a CEO who wants to develop a world class transit system that will maximize riders, by providing the most quantity, quality and efficiency using all available resources. We need someone who is willing to"clean house and not continue business as usual. We need a CEO who will really ride the bus, and doesn’t need a car allowance, and is more interested in accomplishment than compensation. Maybe performance bonuses could be offered for increased ridership and customer satisfaction.

I beseech you to stop the 30-minute window, require that a ride notification system be put in place, demand that MetroAccess stop denying re-certification to those who have already proven the need for the service in their original certification. Most of all, I beg all of you to let management, and the public you serve, know that a new era has begun! Can we count on you to return public transit to the public?

Thanks.

Diane Bomar Aleman

Chair of the Access Advisory Committee and chair of the MMWG (Metro Mobility Working Group)

The Bus Riders Union - ATX

Plan for a Transit Grid System in Austin, Texas

October 2009

The Bus Riders Union-ATX endeavors to replace the current costly, outdated, and inefficient Austin transit system with a modern, fair and economical system based on a grid with IH35 and the Cesar Chavez Blvd. as its axes.

The current "hub and spoke" transit system in Austin is a vestige of a system designed during the Jim Crow era.

Over time, a cumbersome, inefficient and still essentially segregated system has evolved through a long time patchworking of the system in relation to the growth of the city. In fact, even the original "hub" in front of the Texas Capitol has been removed from the system.

A grid system better suits the modern infrastructure and social realities of today's Austin. The best examples of a grid system can be found in Portland, Oregon, and Chicago, Illinois.

Our Goals

* Racial and economic desegregation of the system

* Better efficiency

* Expanded coverage

* Financial sustainability

* Environmental sustainability

Benefits

* More understandable

* Quicker trips

* Simpler navigation which should a facilitate a)less hesitancy for first time users, b)higher tolerance for long trips, c)better opportunity for multiple stop trips, and d)closer approximation of car mobility.

* Reduced bus congestion on Congress Ave.

* Facilitates system expansion

Long term goals as a result of maximized efficiency and increased ridership

* 24 / 7 / 365 service

* Societal integration

* Reduced traffic congestion

* Increased mobility for all

* Potential for wide regional coverage

* Return Congress Avenue to a motor vehicle-free promenade as originally intended

The Grid

The north/south axis of the grid is IH35.(Route "D") This is the primary artery for Austin. The master plan for Austin for decades is predicated on growth to be guided in a north and south orientation along this interstate highway. The intent is and was to discourage growth into the environmentally sensitive ares to the west of Austin. The corridor has however lacked a bus route despite it's attractiveness. This IH35 route is the starting point for this system.

The east/west axis of the grid is along Lake Austin Blvd. and Caesar Chavez Blvd. (Route "NN") The recent conversion of Caesar Chavez Blvd. to a two-way street signals the the City of Austin's intent to emphasize this natural corridor.

Route "X" is the only diagonal route. It runs along Airport Blvd. which is an irresistible natural corridor serving Crestview Station, Meuller, the river crossing at Montopolis Dr. and ABIA.

The rest of the grid plays off these axes and the primary arteries that have developed over time. The distribution is even from north to south, and east to west.

There are 8 north/south routes, 21 east/west routes, and 1 diagonal route for a total of 30 primary grid routes.

All of the current service area is served and the straighter alignments along with reduced overlay allow for expansion to areas that are under served using the current number of revenue hours.

The grid system facilitates better and less frequent transfers and acknowledges the decentralization of modern Austin.

The Route alignments

Legend:

single letters are north/south routes

double letters are east/west routes

"X" is a northwest/southeast diagonal route

route : alignment

A : Mesa Dr. - Balcones Dr. -35th St. - Exposition Blvd.

B : Burnet Rd. - 45th St. - North Lamar Blvd. - Manchaca Rd.

C : North Lamar Blvd.- Guadalupe St. - South First St.

D : IH 35

E : Dessau Rd.- Cameron Rd. - Red River St. - South Congress Ave.

F : Pleasant Valley Rd. - Burleson Rd. - Todd Lane - Pleasant Valley Rd.

G : Springdale Rd. - 7th St. - Montopolis Dr.

H : Ed Bluestein Blvd.

X : Airport Blvd. - Bastrop Hwy

AA : Parmer from State farm Way to Dessau Rd.

BB : Braker Lane from 183 to Dessau Rd.

CC : Rundberg Lane- Rutland Blvd - Ferguson Lane

DD : Spicewood Springs Rd. - Anderson Lane

EE : Justin Lane - St. John's Ave.

FF : RR 2222 - US Hwy 290

GG : Hancock Dr.- North Loop Blvd. - 51st St.

HH : Perry - Lane - 45th St.

II : 35th St. - 38th St.- 38 1/2 St.

JJ : Windsor Rd. - 24th St.- Dean Keeton St. - Manor Rd. - Loyola Lane

KK : Martin Luther King Jr. Blvd.

LL : Enfield Rd.- 15th St. - 12thSt.

MM : 5th St./6th St. - 7th St.

NN : Lake Austin Blvd. - Cesar Chavez St.

OO : Bee Caves Rd. - Barton Springs Rd. - E. Riverside Dr.

PP : Southwest Parkway - South Lamar Blvd.-Oltorf St.

QQ : Ben White Blvd.

RR : Jones Rd. - Stassney Lane

SS : William Cannon Dr.

TT : Davis Lane - Dittmar Rd. - Foremost Dr.

UU : Slaughter Lane

The plan assumes:

An integrated system without separate Dillo, UT, or exclusive Express buses.

Eventual adoption of the Bus Riders Union - ATX Fare-free proposal of April 2008 to maximize system efficiency.

Engagement of the transit authority on refinement of the plan. This includes:

a) Secondary arterial routing in the central city. Examples of this are Speedway, Rosewood Ave., and Duval Ave. These corridors are currently served and portions of the current alignments are already highly efficient.

b) Connection of routes to create "loops" for maximum efficiency.

c) Turnarounds at route endpoints.

d) Satellite routing of smaller more efficient vehicles in outlying areas.

e) A demand response system for the most outlying areas.

f) Amenities.

Conclusion

Proper implementation of this plan will further the stated mission of the Capital Metro Transportation Authority. It will improve mobility for all residents, including motorists. Through fuel savings and greater efficiency it will improve air quality and stave of EPA clean air non-attainment and the resultant penalties.

The plan removes so many inefficiencies through streamlining, straighter alignments, reduction of overlays, maximized utilization of arterial infrastructure, and structural integration of the UT Shuttle, Dillo and Express routes, that enough service, will be freed up to immediately run a 24 hour system with 10 minute frequencies on the basic grid.

The positive impact will be immediate in terms of mobility, air quality and congestion. Over time, the plan will steadily improve the quality of life for all Austin area residents.

Route Maps Here

N/S axis map (route "D")

E/W axis map (route "NN")

Turns and Mileage Here