Tag: MATA

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MATA Postpones Vote on Service Changes

CREDIT: Justin Fox Burks

Justin Fox Burks

The Memphis Area Transit Authority (MATA) board is postponing its vote on a set of service changes until after it assesses public feedback.

The MATA board of commissioners was originally set to vote on the proposed changes this week, but Nicole Lacey, MATA’s chief communications officer said the staff needs more time to review feedback collected at recent public meetings.

The vote is now scheduled for Thursday, October 25th at 3:30 p.m. at the MATA headquarters. If the board approves the service changes, they would now not go into effect until Sunday, December 9th.

Ahead of the October vote, Lacey said an updated list of service changes will be posted to the MATA website.

Originally, MATA proposed to make changes to about 30 routes. Some of the changes included limiting service on nights and weekends, as well as reducing frequency on certain routes.

The agency also planned to eliminate seven routes, including 31 Firestone, a demonstration route introduced last year to serve New Chicago in North Memphis.

Justin Davis, along with other members of the Memphis Bus Riders’ Union (MBRU) expressed concerns over the initial proposals, as they would have left areas like New Chicago, Boxtown, and Northhaven with “essentially have no transit service at all.”

“Memphis needs to have a wider conversation about how to fund transit that will fully serve the community’s needs,” Davis said. “A lot of people’s livelihoods are at stake.”

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MATA Official Says Rapid Bus Route Would Improve Whole System

A Memphis City Council committee Tuesday approved the closure of one lane on Second Street and one on BB King Boulevard as part of the city’s first Bus Rapid Transit (BRT) system.

John Lancaster, director of planning and Title VI officer at the Memphis Area Transit Authority (MATA) said that bringing a BRT route to the city would be a “slam dunk.”

The area that the route would serve links the key corridors in the city, Lancaster said. “It would benefit everybody in the city from a transit perspective.”

“This improves the whole network,” Lancaster said. “Of the heart, Poplar and Union are like the main arteries. You improve that and you improve the whole system.” Poplar and Union would be part of the BRT but would not get lane closures. 

John Zeanah, director of the Memphis and Shelby County Division of Planning & Development told the council committee that buses would come every three to four minutes on the route, which would run north and south on Second and BB King, and east and west on Union and Poplar, connecting Downtown to the University of Memphis. 

Zeanah said the buses would use the far-right lanes southbound on Second and and northbound BB King between Union and A.W. Willis.

Councilman Worth Morgan asked how the dedicated lanes would affect traffic, parking, and unloading on the two streets. Zeanah said the transit-only lanes wouldn’t inhibit the on-street parking area and curb parking for unloading on either street.

Morgan also asked how the rules for the new configuration would be enforced in order to keep automobile drivers out of the bus lanes. Zeanah said there would signage and striping on the street signifying the bus-only lanes.

Manny Belen, director of the city’s engineering office, said the locations of the stops along the route haven’t been defined yet and that the city will work with stakeholders along the streets to determine the best place to position stops so that they won’t interfere with business deliveries along the corridor.

Belen adds because the current traffic volume on Second and BB King is below capacity, he doesn’t foresee traffic issues arising with the proposed plan.

The full city council, along with the Tennessee Department of Transportation commissioner must approve the dedicated lane before the plan is implemented.

Don’t forget to tell us what you think.

Does Memphis need a rapid transit service from Downtown to the University of Memphis?

Yes, that’s a great idea.
Maybe, I’m on the fence.
No, funding for it could go to more vital routes.

MATA Official Says Rapid Bus Route Would Improve Whole System

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New Rapid Bus Route Could Mean Permanent Lane Closures on Second, BB King

One lane on both a portion of Second and BB King Boulevard could soon be dedicated solely for bus traffic, as the city prepares to introduce its first bus rapid transit (BRT) system.

A Memphis City Council committee will vote Tuesday on whether or not to allow for one transit-only lane southbound on Second and one northbound on BB King between Union and A.W. Willis.

The BRT route would run along Second, BB King, Poplar, and Union, connecting Downtown to the University of Memphis. No transit-dedicated lanes are planned for Union and Poplar.

Under state law, closing a lane for transit use has to be approved by both the local governing body and then the Tennessee Department of Transportation commissioner.

What are your thoughts?


Does Memphis need a rapid transit service from Downtown to the University of Memphis?

Yes, that’s a great idea.
Maybe, I’m on the fence.
No, funding for it could go to more vital routes.

New Rapid Bus Route Could Mean Permanent Lane Closures on Second, BB King

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News News Blog

Bus Riders Concerned With MATA’s Proposed Service Cuts


The Memphis Area Transit Authority (MATA) is proposing service cuts this fall that would affect almost 30 routes, and Memphis bus riders aren’t happy.

Pending a vote by the MATA Board of Commissioners, seven routes will be eliminated, including the 31 Firestone which was a demonstration route implemented last year. When MATA created the Firestone route, Justin Davis of the Memphis Bus Riders’ Union (MBRU) called it a “big victory” for the residents of New Chicago in North Memphis. The route restored service to North Memphis that was lost when the 31 Crosstown route was discontinued in 2013.

Now, Davis said New Chicago will “essentially have no transit service at all.” Another route set to be cut that concerns the union is the 5 Central which services the University of Memphis area. But, according to MATA the university will be served on a redesigned 50 Poplar route.

Others routes being eliminated include those that service Shelby Farms Park, Whitehaven, Boxtown Westwood, and Northaven.

“MBRU is really concerned about just how much service will be cut in MATA’s proposal,” Davis said. “People rely on many of these routes to get out of their neighborhoods for work, medical care, and fresh groceries.”

Apart from eliminating routes, MATA is also planning to cut many weekend and late-night trips, as well as reduce the frequency of several routes.


For example, MATA’s proposed cutting Saturday service on the 13 Lauderdale and 17 McLemore routes in South Memphis, Davis said.

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“Put all that together, and MATA’s plan will remove a huge amount of service from working-class neighborhoods and majority-black neighborhoods — all at once,” Davis said. “What does this mean for bus riders? If these cuts go through, bus riders will lose jobs, drop out of classes, and lose access to their vote.

“For many people in Memphis who don’t have cars, transit is the key to their livelihoods. And if we want create more thriving neighborhoods, we can’t keep cutting them off from the rest of the city.”

Officials with MATA say all of the changes are meant to stretch the agency’s limited funding as much as possible, while focusing on serving the most efficient routes. 

The MATA board will vote on the set of services changes at their next meeting on Thursday, September 27th at 3:30 at the MATA headquarters. If approved, the changes will go into effect on Sunday, November 11th.


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Transportation Fee Could Yield $60M a Year


A new transportation utility fee could generate up to $60 million a year, an expert told Memphis City Council members Tuesday.

Council member Edmund Ford Jr. introduced the idea of such a fee during a meeting two weeks ago. The fees could generate revenue to be used to fund the underfunded Memphis Area Transit Authority (MATA) and road infrastructure projects, Ford said.


The transportation fee would be tacked on to utility bills and would be based on the number of trips on Memphis roads generated by individual properties. The rate would differ for commercial and residential properties.

When council members returned to the discussion Tuesday, they heard from Wayne Gaskin, a former city of Memphis engineer. He said there are many different ways to structure the rates, and said different options could produce revenues ranging from $30 to $60 million a year.

[pullquote-1] Based on the Institute of Transportation Engineers’ national standards, Gaskin said each month a large church could generate up to $6,300 in additional revenue, a sit-down restaurant up to $500, and a fast food restaurant anywhere from $125 to $1,000.

The council could opt to base the rates on types of commercial properties, as well as allow some residents to only pay a portion of the fee based on factors like income.

“There will be a lot of give and take when it comes to setting the rates,” Gaskin said. “I can’t emphasize that enough.”

Gaskin said the council, with community input, will have to hash out the specific details and amounts of the fees implemented in Memphis.

“It has to be something that is developed jointly,” he said.

Councilman Worth Morgan said he still has some “major questions” about the fee, such as how the funds will be dispersed. 

Ford said the council will continue the conversation at its meeting in two weeks.

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City Council Looks to Implement Transportation Utility Fee

The Memphis City Council is looking to implement a transportation utility fee to fund roadway and transit projects.

Councilman Edmund Ford Jr. said the fee would be used to fund roadway improvement projects, such repairing curb and gutters, as well as support the Memphis Area Transit Authority (MATA)’s new transit plan.

“I think it’s time for us to look at ways that we can garner enough funds that we don’t rely so much on property taxes,” Ford said. “I know we’re not in the phase of putting the ordinance together, but I think the discussion is important if we’re serious about funding MATA, as well as making sure public works has what it needs.”

The fee would be tacked on to Memphis Light, Gas and Water bills and would be similar to the stormwater fee, Wayne Gaskin, former city of Memphis engineer told the council. The residential and non-residential rates would be based on the amount of trips a property generates and could range from $4.75 to $15. Gaskin said the fee could generate more than $30 million in revenue each year.

This revenue will be used to offset the costs of road projects and create a dedicated source of funding for MATA, Ford said.

Last month, Robert Knecht, director of Public Works, told the council that the city doesn’t have dedicated funding for street improvement projects, such as fixing sidewalks. With more funding, other improvements such as switching to LED traffic signals could take place. To implement all of the roadway improvements currently needed citywide, Knecht said it would cost $60 to $80 million.

To upkeep sidewalks only, it would cost an additional $19 million a year.

The city is currently on an approximate 25-year street paving cycle, Knecht said. This means on average all 8,816 lane miles of street will get re-surfaced at least once every 25 years. Knecht proposes a 20-year cycle, which would cost another $8 million a year. A 10-year cycle hikes the cost up by another $50 million.

Ford plans to draft a resolution for the transportation fee and present it to the council in two weeks.

“I think it’s a true example of finding a way to be creative, while making sure that people are paying their fair share,” Ford said. “About 310,000 cars come through the city of Memphis every single day.”

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MATA Looks to Hire More Trolley Operators

CREDIT: MATA

MATA

Trolley on Main


The Memphis Area Transit Authority (MATA) is looking for new trolley operators and will host a job fair Thursday, August 23rd.

Applicants must be at least 21 years old and have a high school diploma or GED. Operators also must have a valid Class A or B commercial driver’s license.

Other qualifications include being able to sit for extended periods of time, as well as lift, push, or pull 50 pounds and withstand exposure to weather conditions, dust, engine fumes, toxic chemicals, and extreme noise levels. Trolley operators are expected to interact with the public, communicate effectively with customers, and act as ambassadors for the city.

Key responsibilities include conducting daily pre-trip inspections, operating the trolley safely and on time, and writing an occasional report.

The position pays $9 an hour during training, increasing to $18.39 post-training. The job fair will run from 10 a.m. to 3 p.m. at the MATA’s trolley barn on North Main.

After being out of service for nearly four years, steel-wheeled trolleys returned to Main at the end of April this year. Last month, MATA officials projected that the first-year ridership for trolleys will be north of 800,000 riders or 10 percent of total ridership. MATA is currently in the process of bringing the trolley lines back to Riverside and Madison.

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Opinion The Last Word

Buses, Bikes, & Birds: Fixing Memphis’ Transportation Issues

CREDIT: Facebook

It’s hard to miss the new shiny toys popping up around town. The shareable Birds and bikes are cool, and I’m sure they earn the city a few extra bucks, while making Memphis more attractive to tourists. But the real question we should be asking is: Are the new shared-mobility options equitable and accessible for Memphians that live beyond the city’s core?

The answer is — for a few reasons — probably not. Let’s start with the bikes, which, apart from a few stations located near Orange Mound and South Memphis, are concentrated in Midtown and Downtown, like most of the city’s amenities.

This wouldn’t be as much of an issue if the mission of Explore Bike Share (EBS) was not to “implement a bike-sharing program for the benefit of the general public with access to as many Memphians as possible.”

You simply can’t reach as many Memphians as possible if you’re only operating in certain neighborhoods. Next year, 300 more bikes are slated to join the fleet, and it would only make sense that these are dispersed at stations in low-access neighborhoods where residents actually need transportation, if in fact, EBS is committed to being easy, accessible, and affordable.

Even if the bikes do extend into lower-income neighborhoods, a smartphone and credit card is required to rent one. What about the population of Memphians who don’t own those? There has to be a real effort to make these amenities truly accessible to not only the people who want them, but also to the ones who need them.

Facebook

Three little Birds

Especially in a city like Memphis, with a huge wealth gap, there should be intentionality by the people in charge to level the playing field. If the city is going to endorse new programs like bike sharing, then isn’t it also the city’s responsibility to ensure that people on both ends of the income scale can access and use them?

Adequate and reliable transportation for everyone is a key piece of equality in any city. Vehicle ownership is expensive, and to get from place to place, people without cars here are forced to rely on their own two feet and the city’s transit system, which clearly has room to grow. It is no secret that Memphis’ public transportation system is lacking in many ways and needs improvement.

If you compare the Memphis Area Transit Authority (MATA) to systems in other cities, well, there really is no comparison. Buses in Memphis don’t come frequently enough for most people to depend on them to get to school, work, and other necessary places. People have to wait up to an hour for a bus that ideally should be coming every 15 minutes.

I will give it to Gary Rosenfeld, MATA’s CEO, though. Since he took on the role about a year ago, he’s been pushing and advocating for a better transit system. One of the main obstacles standing in the way of MATA being a high-quality system is its lack of funding. For MATA to operate at the level it needs to, an additional $35 million would be needed each year.

If MATA can secure that funding, frequency on 70 percent of its routes would increase, reducing the wait time for passengers and bringing more — and useful — frequent service in close proximity to 70,000 additional people. With additional funding, MATA could also increase the number of people with access to service by 5 percent and bring transportation service to about 100,000 jobs in the city.

Rosenfeld recently said that maximizing the effectiveness of all social initiatives and programs implemented to address poverty or unemployment in the city relies on the effectiveness of the transit system.

He’s right. Creating new jobs and opportunities here is a solid step forward, but at the same time, people have to be able to access these opportunities on a consistent basis. Most often, the people who are in need of these programs and jobs are also the ones who lack transportation.

As Rosenfeld also said, good transportation provides mobility, equality, and increases the quality of life in a community. Whether it be buses, Birds, or bikes, access to transportation must improve in order for all Memphians to be able to live to their fullest potential. That’s for their benefit — and for the benefit of the entire community.

Maya Smith is a Flyer staff writer.

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New Transit Network Would Increase Frequency, Maintain Coverage


The draft of a restructured Memphis bus system with shorter wait times for riders was presented to the Memphis City Council Tuesday.

The plan to revamp the Memphis Area Transit Authority’s (MATA) system is a part of the larger 20-year Memphis 3.0 Comprehensive Plan. Scudder Wagg, a consultant with Jarrett Walker + Associates, the Portland-based group working with the city to develop the new network, said an additional $30 million would be needed to put the network in place.

The proposed network features more weekend service, as well as more frequency on 70 percent of the current routes, increasing the number of people living close to frequent routes by 70,000.

Currently, MATA’s priority is to provide widespread coverage rather than frequent services.

Maintaining most of MATA’s existing coverage, the new network would increase the number of people with access to service by 5 percent and would bring transit service to about 100,000 jobs in the city.

The $30 million would be used in part to purchase additional buses, as well as to make improvements to stations and other infrastructure.

A full report by JWA will be released later this week on the Memphis 3.0 site. Public feedback will be accepted on the drafted network over the next few months. Implementation of the network would take between three and four years, Wagg said.

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News The Fly-By

Transit in Transition

The city, in collaboration with Innovate Memphis and the Memphis Area Transit Authority (MATA) asks that the public take a second survey on concepts for the future of Memphis transit.

This is the second phase in a process required for Tennessee’s transit systems to pursue various funding options laid out in Gov. Bill Haslam’s IMPROVE Act that passed in July. The legislation requires that MATA create a transit vision plan before going to the Memphis City Council to request more funding.

Planning began in September with stakeholder meetings, followed by community engagement. Now, the question is should MATA allocate resources to services that are more frequent and encourage high ridership or services that cover a larger percent of the city with less frequency.

To answer this question, Jarrett Walker + Associates (JWA), the transit consultant group working with the city, drafted four basic network concepts — two of them revenue neutral, two requiring additional funding.

MATA envisions its future.

Using existing funds, the Coverage concept is most similar to today’s network with routes extending well beyond the city’s core. But, with coverage spread out, most buses would come about every 60 minutes or greater.

The Ridership concept, also cost-neutral, concentrates services within the I-240 loop. This means buses on all routes would run every 30 minutes or less. The downside, though, Scudder Wagg of JWA said, is that some neighborhoods, namely in the eastern and southeastern areas of the city, would lose access to services completely.

But, with about $45 million of additional funding, Wagg said MATA could provide a service that increases bus frequency as well as extends coverage outside of the city’s center. “If you don’t increase resources, it’ll be painful,” Wagg said.

CEO of MATA Gary Rosenfeld agreed, saying that funding for the city’s transit system has been stagnant for years. “We need to change that for the benefit of the community.”

Coverage PLUS would require additional funding. Buses on every route would come every 30 minutes or less, while still servicing most areas that are currently covered.

Ridership PLUS proposes the highest frequency services, creating five east-west routes out of downtown — including routes on Poplar, Lamar, and Jackson — and two going north-south traveling from Brooks to Chelsea. Wagg said this concept promotes “seamless transfers.”

The PLUS concepts also include replacing fixed-route services in Southwest Memphis with dial-a-ride transit services that would run on flexible routes, connecting to a new transit center near Mitchell and 3rd Street.

Wagg added that the concepts aren’t to prompt an “either-or” decision, but rather to provide a range of concepts that “frame the extreme ends.”

Over the next two months, Innovate Memphis staff will lead outreach and survey the public on the four concepts. The survey is also available on the Memphis 3.0 website.

Justin Davis of the Memphis Bus Riders’ Union weighed in on the concepts, saying that the riders’ union would be most excited to see a scenario in which MATA gets a robust influx of funding.

“On our end, I hope we don’t get put in a position where we have to sacrifice service for more vulnerable communities in the process of making those routes on big coordinators run faster,” he said. “Race and class equity is something we should be asking about in every step of the process.”

After the public engagement wraps up, a recommended network will be drafted in February, with the final vision plan slated for completion in May.