Posts Tagged ‘ridership’

Data Download: May 2013-2014 Metrorail Ridership by Origin and Destination

August 28th, 2014 11 comments

DataDownloadFuzzyMay2013 and 2014 Metrorail ridership data is available: what patterns do you see?

Following up on our last data download of rail ridership from May 2012, 2013 and 2014 are now available. These data now represents three “snapshots” in time of rail ridership, at a very fine level of detail.  This data can help answer questions, such as: where is ridership growth the strongest? Which destinations are becoming more or less popular?  How has off-peak vs. peak ridership changed? 

May 2013 Metrorail Ridership by Origin, Destination, TimePeriod, DayOfWeek (.xlsx, 3.3 MB)

May 2014 Metrorail Ridership by Origin, Destination, TimePeriod, DayOfWeek (.xlsx, 3.4 MB)

We invite you to tell us what you see, in the comments.

Technical notes on the data are the same as the last post.  This time, Saturdays and Sundays are shown in the same worksheet as weekdays.

Transit Walk Sheds and Ridership

August 11th, 2014 8 comments

Metro cares about transit walk sheds because more households accessible to transit by walking translates directly into more ridership.

We’ve been focusing a lot on transit walk sheds lately. We’ve shown that the size of a transit walk shed depends heavily on the roadway network and pedestrian infrastructure, and that these sizes vary dramatically by Metrorail station. We’ve also demonstrated that expanding the walkable area can make hundreds of households walkable to transit.

But why do we care so much about walk sheds? Because larger walk sheds mean more households in the walk shed, and that means ridership. For example, we’d be hard pressed to find many households in Landover’s small walk shed, so it’s no surprise that walk ridership at that station is low. On the other hand, thousands of households are within a reasonable walk to Takoma’s larger walk shed, and walk ridership there is much higher.

In other words, the more people can walk to transit, the more people do walk to transit – and data across Metrorail stations prove it:

Correlation between Households in the half-mile walk shed, and AM Peak ridership, by WMATA Metrorail station entrance

More households in the walkable area around a Metrorail station means higher ridership

Read more…

Fixing Core Stations in Metro 2025 Helps Riders from All Jurisdictions

June 12th, 2014 3 comments

Though many of the stations that Metro 2025 seeks to improve are in the District of Columbia, the capacity expansion would help riders from all jurisdictions.  

Metro needs to improve the capacity at over a dozen stations:  some of these stations are at capacity today, and our 100% eight-car train program will bring even more customers to already crowded stations.  We know we need to build new escalators, expand mezzanines, and build pedestrian passageways to meet this future demand.

The fact is that Metro 2025 is designed to benefit the Washington metropolitan area, residents of the District, Maryland and Virginia, as well as visitors from around the country and the world.

If you’re a commuter in Maryland or Virginia, it may look like the benefit of these improvements are focused on D.C. residents.   After all, 10 out of the 15 stations are located in the District of Columbia.  But the diagram below shows most of the riders who use these stations – those who create the need today, and who would benefit from fixing it – live in Maryland or Virginia.  In fact, 77% of the users of the Metro 2025 stations live in the suburbs.

 Three-quarters of riders benefiting from the station improvements in Metro 2025 live in Maryland and Virginia

Fixing core stations in Metro 2025 helps riders from all jurisdictions

Help us make the Metro 2025 projects in Momentum a reality! Learn more about Momentum, call on your elected representatives, and endorse the plan.

Solving the Region’s Congestion Woes – One Step at a Time (Part 3 of 3)

March 31st, 2014 2 comments

Making every Metrorail station area walkable could reduce regional congestion without breaking the bank.

This is part three of a three-part series.

In the previous two posts we’ve laid out a case for making all transit stations walkable as quickly as possible.

  1. Increasing walkability and density at station areas has huge impacts on transit mode share and can take tens of thousands of cars of the road every single day.
  2. At a regional level, walkable station areas have an equivalent impact on congestion as a quarter trillion dollars in “last mile” infrastructure (see pages 37, 38, 43, 48).

Maximizing the capacity of the existing transit network while intelligently investing in station area connectivity would combat regional congestion just as effectively as trying to “build our way out of the problem”. And unlike many potential interventions, the market actually wants to do this for us.

Perhaps it is time to harness these market forces to make the areas around our transit network walkable and implement this low-cost congestion-busting paradigm. As for where to begin – well, we have a few suggestions…

Existing Walkability Near Metrorail Stations

The map below shows the range of existing walkability conditions near the Metrorail network and helps answer the question of how much of a half-mile radius of each station a person can walk to. The higher the percentage, the better the pedestrian network coverage. As shown, many of the station areas are under performing relative to their potential walkability. If walkability = connectivity and connectivity = mode share, then just imagine the impact on the region’s roads if we could focus on taking station areas with low accessibility and invest in some relatively easy, short-term solutions like sidewalks, pedestrian bridges, crosswalks, and smart, transit-oriented development to take maximum advantage of the existing Metrorail system and take tens of thousands of cars off the road each day.

How walkable are our region's Metrorail stations?

How much of the area within a half-mile of our Metrorail stations can you walk to?

Read more…

Planning for the End of the Driving Boom

March 27th, 2014 1 comment

Americans are driving less and owning fewer cars, which means we have to make different decisions about where to spend scarce transportation resources.

In a fascinating post in the Atlantic Cities, Eric Jaffe doesn’t waste words with assumptions but rather relies on actual data to inform us that America has already reached “peak driving” and that the future of transportation in America is no longer linked to ever-increasing vehicle miles traveled (VMT).

This should come as no surprise, given that VMT has missed forecasted estimates since the early 2000′s. Just check out this handy chart from the U.S. Department of Transportation’s Conditions and Performance Report (PDF) to Congress.

Figure 1. U.S. VMT (in trillions) as tracked by FHWA’s Travel Volume Trends (“Actual”) and as projected by U.S. DOT’s C&P reports (by year reports are dated). Via SSTI. Click image for original: http://www.ssti.us/2013/12/new-travel-demand-projections-are-due-from-u-s-dot-will-they-be-accurate-this-time/

 

Regional roadway planners are already beginning to embrace this thinking, as the chart from the State Smart Transportation Initiative illustrates in its analysis of MDOT’s transportation plans. These plans not only acknowledge declining VMT, but now omit traffic projections altogether. Read more…

Solving the Region’s Congestion Woes – One Step at a Time (Part 2 of 3)

March 24th, 2014 2 comments

Improving pedestrian connectivity takes cars off the road at a formidable clip – rivaling the power of all of the region’s planned roadway additions and “last mile” transit connections.  Cheaply and quickly. 

This post is part two of a three-part series.

The data is finally in, and we now know that walkable station areas result in fewer motorized trips, fewer miles driven, fewer cars owned, and fewer hours spent traveling. And when we improve the pedestrian and bicycle access and connectivity to Metrorail station areas, ridership goes up, putting a major dent in congestion by taking trips off the roadways. Earlier, we discussed what it means to build walkable station areas and research shows the tremendous benefits to the region of making this a priority.

First, our data confirms that when walking access to transit is improved, transit ridership goes up – way up. In the 2040 Regional Transit System Plan (RTSP), we stress tested TPB’s transportation model to improve walkability to the transit network and saw huge increases in transit linked trips.  These trips go up by about 10% region-wide and we get an increase in transit mode share for all regional trips by 0.5%.  That’s over and above the roughly one percent increase in mode share we anticipate occurring as a result of building the entirety of the CLRP, an impact about half that of constructing all of that transit.

Source: Regional Transit System Plan

Source: Regional Transit System Plan

Read more…

Solving the Region’s Congestion Woes – One Step at a Time

March 17th, 2014 1 comment

One solution to the region’s crippling congestion could be right under our feet – literally.

This post is part one of a three-part series.

Illustration of possible walkability improvements that could occur in/around Tysons Corner. From Regional Transit System Plan

 

The region is abuzz with $220B of planned new transportation investments – the Purple Line, HOT Lanes, new streetcar lines, and additional roadways. Though there is not one dollar currently pledged to add capacity to Metro, these other investments may help the region chart a course away from leading the country in congestion (pdf).

However, for a quarter trillion dollars, one would expect that collectively these projects would have significant impacts on the region’s congestion. While there are some benefits – vehicle miles traveled (VMT) per capita are expected to decline and  transit mode share may increase by one percent – overall increases in VMT are expected to outpace road construction, leading to a 38% increase in the number of lane miles of congestion (pdf). But is there another way to get more bang for our buck?

Make station areas walkable. Every one of them. Now.

Read more…

2014 Metrobus Survey is Expected to Commence on March 18

March 12th, 2014 No comments

Bus Ballston Fall  110811-72

 The 2014 Metrobus Survey will commence on March 18, 2014. This survey will take place during Spring and Fall of 2014 covering every Metrobus route, in all jurisdictions.  If you receive a survey, please fill it out on paper or online. If you have any questions, please ask the surveyor, or feel free to call the toll free number on the survey.

The primary purpose of the survey is to gather data to support operating and planning activities and for calculating jurisdictional subsidy allocations.  The survey is also being conducted to meet Federal Transit Administration’s Title VI regulations.  Metro reports ridership coming from each of the eight jurisdictions in the Metro service area, and the survey provides the most scientific approach to estimate ridership by jurisdiction.

Additionally, we are asking about employer-related transit benefits received by our riders.   The 2014 survey differentiates between fully subsidized and partially subsidized riders, expanding our understanding of how our riders make decisions related to fares.

Our 2012 Metrorail Survey raised a lot of questions that we answered here on PlanItMetro.  We’ve pasted those questions and answers here, as they should be helpful during this year’s Metrobus Survey, as well as some 2014 Metrobus Survey-specific questions.

The last full survey of Metrobus ridership was conducted in 2008.

Feel free to ask any additional questions that we’ve missed in the comments section below and we will try to respond as best we can.

Frequently Asked Questions:

Q: The survey started on March 18, but I haven’t received a form yet.  When will you survey my bus route?

A: This survey uses statistical methods to capture a representative sample of our ridership.  On a given day, survey forms are being given out on selected bus routes.  To ensure that the survey remains statistically representative, we do not disclose the survey schedule to the public. Read more…

Yesterday’s Metrorail Ridership: Recovering from a Snowstorm

March 5th, 2014 3 comments

Yesterday, as everyone recovered from a snowstorm, here’s what happened to Metrorail ridership.

After Monday’s snowstorm, yesterday the federal government in the Washington region issued a two-hour delayed opening, and many schools opened with a delay or remained closed. Metrobus began the morning operating on a snow emergency plan, but by afternoon had restored full service.  Here’s what that meant to Metrorail ridership:

Metrorail ridership on Tuesday, when the federal government and many schools opened with a 2-hour delay.

Metrorail ridership on Tuesday, when the federal government and many schools opened with a 2-hour delay.

Note: the prior Thursday (Feb. 27, 2014) stands in as a typical weekday above, for comparison.

It looks as if the apex of the AM peak period occurred 15 minutes later than usual.  Many riders appeared to delay travel in the morning, resulting in a much more gradual end to the morning peak.

How was your commute different on March 4?

This data is available for download (.xlsx, 13kb).

Categories: Impact Tags: , , , ,

Ridership Increases Expected for Cherry Blossom Festival

February 27th, 2014 2 comments

During the National Cherry Blossom Festival, Metrorail ridership increases on average by 7% on weekdays  and 50% on Saturdays. 

Metrorail ridership is impacted by a variety of factors, from special events to weather to government shutdowns.  One event that brings visitors to the region — and to Metrorail — in droves is the annual National Cherry Blossom Festival.   In anticipation of this year’s festival, we performed some analysis on how, when and where the blossom viewers impacted ridership on the Metrorail system.

In general, Metrorail ridership increases on average by 7% on weekdays and up to 53% on Saturdays during the festival.  On days with nice weather, ridership has increased up to 10% on weekdays and 70% on Saturdays!

As the figure below shows, during the weekdays there is no impact in the morning, a large (21%) increase of activity during the mid day and then a 7% increase thereafter.

Saturdays are another story all together.  Ridership increases up to 63% during mid day and afternoon periods on days during the festival, with a total ridership increase above 50%.  Even morning and “late” night ridership increases significantly during this period.

Cherry-Chart-Weekday-Saturday-w-Chart-2

Metrorail system entries by quarter-hour interval, Regular Weekday, Cherry Blossom Weekday, Regular Saturday and Cherry Blossom Saturday. Click chart for larger version.

 

When looking at change in ridership by station in the maps below, some obvious conclusions can be drawn. Read more…