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MATA Users Hopeful for Change After Leadership Hears Concerns

Memphis Area Transit Authority (MATA) users are hopeful for change after voicing their concerns with the agency.

Citizens for Better Services (CBS) and Memphis Bus Riders Union (MBRU), hosted a meeting at the Afrikan Heritage and Culture Village of Memphis, where they were given the opportunity to “air their grievances about MATA” in a community forum in late August. Gary Rosenfeld, CEO of MATA, as well as Congressman Steve Cohen were in attendance.

“Our riders are important to us and we make them our highest priority. We will take all complaints seriously and have hired staff to reactively and proactively address customer concerns or rider concerns,” said MATA’s Deputy CEO, Bacarra Mauldin.

Mauldin said it is necessary and helpful to hear the “hard truths” of their riders, both good and bad.

Users compiled a list of problems faced by the ridership that included “breakdown in communication about changes in service and policies, segregated conditions, and non-welcoming atmosphere at bus terminals. They also cited ‘overzealous and overbearing security guards at the bus terminals with bad attitudes toward bus riders, and no communication about delayed and ‘no-show’ buses,” with times varying up to three hours.

Mauldin said that the non-welcoming atmosphere at bus terminals should not be happening, and said MATA has hired a customer experience officer to combat and correct these situations. In terms of delayed and “no-show” buses, Mauldin admitted that MATA does have service issues, and asked for patience as they “navigate the difficult road ahead.”

“MATA, like many other transit organizations across the country, is working hard to balance limited resources against service needs,” said Mauldin. “A three-hour wait time is never acceptable and we apologize for the inconvenience that it caused.”

Johnnie Mosley, founding chairman of Citizens for Better Services said that these concerns are truly reflective of the ridership. He said that the objective of the meeting was to let MATA hear from the riders themselves. Mosley said that he and other organizers wanted MATA to “feel the pain” of the ridership.

Citizens for Better Service and the Memphis Bus Riders Union also  compiled a document that reflected the “reality of public transportation in Memphis.” Through their research they found that the great majority of  bus riders were Black (90 percent), more than half of riders were women, and that “the average household income for a ‘supermajority’ of bus riders is less than $20,000.”

“These are people that ride the buses and depend on the buses every day,” said Mosley. Mosley said riders depend on MATA for transportation to their jobs, as well as doctor’s appointments and other health visits.“We’re talking about livelihood here,” said Mosley.

Following the meeting, Mosley said they plan to have more community meetings as a follow-up. “We want MATA to be held accountable for the problems facing the ridership,” he said. “It’s a tough challenge, but it’s a challenge that can be made because it’s a challenge that MATA has been facing over the years. We feel that over the past five-to-six years, it’s gotten worse.”

Mosley said this will not be the only meeting that they plan to have, and even outlined the responsibilities of organizations like CBS, as well as MBRU. According to a document shared by Mosley, they have asked followers to write or call elected officials for funding emphasizing public transportation and to continue communicating concerns of bus riders to MATA and other elected officials.

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Staffing Shortage Worsened by Pandemic Impacts MATA’s Reliability

Bus riders are waiting longer for buses or sometimes waiting for a bus that never arrives due to a Memphis Area Transit Authority (MATA) staffing shortage. 

MATA’s goal for on-time performance, which measures how often buses arrive within a seven-minute window of their scheduled time, is 76 percent. Since May it’s been at 63 percent. 

Gary Rosenfeld, MATA’s CEO, said that number is “totally unacceptable.” He said a shortage of bus operators has affected MATA’s ability to improve its on-time performance and meet the expectations of customers. 

MATA has about 200 fixed-route bus operators and needs about 30 more just to have enough manpower to provide reliable daily services. Rosenfeld said this is especially true as the number of Covid-19 cases continues to rise in the county. 

“We’ve been hit with Covid-related absences at a much higher rate this month than last month or the month before,” Rosenfeld said. “We find ourselves with not enough operators to put all the service in the streets according to what’s posted in the schedule.”

Rosenfeld said he knows this puts additional stress on passengers, as well as the employers whose employees depend on MATA to get to work on time. 

“I emphasize and sympathize with our passengers,” Rosenfeld said. “It just creates a really bad situation for them and for our employees who catch the brunt of people’s stress and anger over poor service conditions.”

There is also a shortage of mechanics who are needed to regularly inspect the buses. On average, buses need to be inspected every eight to ten days, Rosenfeld said. Without a full complement of mechanics, the inspections back up and those buses can’t run. 

“So you can see the gravity of the situation,” Rosenfeld said. “If we fall behind a day or two because of a shortage of qualified mechanics, we quickly fall behind in the number of buses that are available to provide service. And we will not sacrifice safety and put buses in the street that are not inspected.”

‘It’s Not Pretty’

With late buses, or buses not showing up at all, Sammie Hunter, co-chair of the Memphis Bus Riders Union, said he and other bus riders struggle to get to jobs, school, and other essential destinations like the grocery store. Hunter said August has been particularly rough as temperatures rose above 90 degrees most days. 

“You have people that have to stand in the heat and the sun when the bus they’re waiting on might not even show up,” Hunter said. “I’ve seen it all and it’s not pretty.”

“Taxpayers deserve reliable, sufficient transportation.”

Hunter said he relies on the 69 route to get home after work and often waits two hours for it to arrive. 

“When I get off work, it’s the end of the day, I’m tired, and I’m ready to go home,” Hunter said. “Taxpayers deserve reliable, sufficient transportation. We should be able to go to a stop, get on a bus, and get where we need to in a reasonable amount of time.”

Hunter said he understands “things happen,” but there needs to be contingency plans for situations like bus operator shortages. 

‘Doing All We Can’

Rosenfeld said the issue is not limited to MATA or Memphis. There has been a shortage of commercial drivers in the country for the past several years, he said. The pandemic has exacerbated that.

“Just like the medical profession is seeing an exodus because of what nurses and hospital workers are going through, our frontline folks are dealing with many of the same issues,” Rosenfeld said. “They have to deal with the public and trying to enforce reasonable rules for public safety while operating a bus is not necessarily an easy job.” 

As a result, employees are finding jobs with less responsibility or retiring. 

“Employees are in charge right now in terms of the market,” Rosenfeld said. “Employers are really at a disadvantage.” 

“Just like the medical profession is seeing an exodus because of what nurses and hospital workers are going through, our frontline folks are dealing with many of the same issues.”

Rosenfeld said MATA has been working to recruit employees for “quite some time” with signing bonuses, a modified training program, and revamped benefits packages. 

“We’re doing all we can to generate interest in our program for new employees,” Rosenfeld said. “At the same time, so is every other employer in the service industry in the greater Memphis area.”

One way MATA attempted to recruit more employees is by raising its starting wages to $19.35 an hour for bus operators after they complete training and $26 an hour for mechanics, but Rosenfeld said that still isn’t enough to compete with other major transportation companies in the region.

The average starting wage for commercial operators has increased from $12 an hour to over $25 an hour in the past 18 months, he said. In retail, there’s an avenue to generate more revenue to pay employees more, but MATA has a fixed revenue. 

“From a wage and benefit perspective, we’ve probably done all we can do for right now,” Rosenfeld said. “But if we end up at the top of the hill, it won’t take long for other companies to either match it or exceed it.”

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Bus Riders Union Member ‘Happy’ to See County Step up with MATA Funding


The Shelby County Commission approved a $2.5 million allocation in CIP (capital improvement plan) funds to the Memphis Area Transit Authority (MATA) last week, which the agency plans to invest in three projects.

Since then, many, including representatives of the Memphis Interfaith Coalition for Action and Hope (MICAH) who have played a prominent role in the conversation about transit funding, have lauded the commission for making the investment. MICAH leaders said now, and as the regional economy begins to heal, a public transit system is critical.

Justin Davis of the Memphis Bus Riders Union (MBRU) expressed similar sentiments, saying the group is “happy to see the county stepping up to help fund MATA, especially in times like these.”

CEO of MATA Gary Rosenfeld told the county commission that the agency plans to use the funds to implement a demand-response system in the entertainment district and the Westwood/Boxtown area, a mini-transit station near Third and Brooks, and an investment in the Bus Rapid Transit project. All three projects are in line with MATA’s Transit Vision Plan.

Davis said the MBRU supports MATA’s proposal of a demand-response system in Boxtown/Westwood, as the area has been a big focus of the group for a while.

Davis said if the demand-response model is successful and has community support in Boxtown/Westwood, then MATA should consider using that model in other low-density neighborhoods that don’t have frequent service, like Northaven.

Rosenfeld said he expects to see the demand-response system introduced in the entertainment district and in Boxtown/Westwood before the end of the year. Moving forward, Rosenfeld said, MATA is “embracing the new transit paradigm” and will consider implementing this service and other forms of alternative transit models in the future in additional neighborhoods. The Transit Vision plan calls for alternate forms of transportation in about six areas with low ridership density.

Another project MATA plans to invest in, the $75 million Bus Rapid Transit (BRT) project, mostly funded by federal grants, will be a high-frequency route from Downtown to the University of Memphis.

Davis said many MBRU members are “deeply concerned” about continued investments in Midtown and Downtown, as these areas already have the most reliable bus service.

“It’s vital that MATA starts filling in the huge gaps in their infrastructure in places like North, South, and Southeast Memphis so that riders in those places can stay connected to their basic necessities and get higher quality service,” he said.

However, Rosenfeld said the project is federally funded and needs continued local support in order to maintain federal match dollars. He also said that it will benefit a number of bus riders, not just those living in Midtown and Downtown.

“It’s a community development project that will enhance the opportunities for any bus rider whose ride intersects with the BRT,” he said. “The BRT will improve their connection time and improve their access to jobs within the corridor. Although I understand the Bus Riders Union’s concerns, we can’t just turn our back on a project that we have received funding for on the federal level.”

Rosenfeld added that MATA is not investing in this project on a whim, but that the project was previously selected out of 26 alternate transit projects. The BRT is “well thought-out plans tested against formulas to make sure the federal government gets the maximum return on its investments and that our community gets the maximum return on local dollars.”

He noted that based on the design of the BRT, ridership is likely to increase by between 25 and 50 percent. “There aren’t a lot of other routes in our network or alignments that would even come close to that increase in ridership.”

The BRT project is currently in the development phase. Rosenfeld said he anticipates the service coming online in late 2023 or early 2024.

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Bus Riders Union ‘Understands’ Need for Service Cuts, But Worries About Access

Justin Fox Burks

Though understanding the need for the Memphis Area Transit Authority (MATA) to reduce its service amid the spread of coronavirus, a spokesperson for the Memphis Bus Riders Union (MBRU) still worries how the cuts will limit people’s access to necessary locations in the city.

MATA announced last week that it would be reducing its service in response to the COVID-19 outbreak in the community and the number of businesses across the city that cannot currently operate, due to orders by the mayors of Shelby County and Memphis.

Justin Davis, secretary of the Memphis Bus Riders’ Union, said the group understands MATA’s need to adjust its service hours and coverage for public health reasons.

“We want to be sure that drivers and other transit workers are getting the support they need,” Davis said. “But these changes are also going to have an immediate impact on bus riders who can’t work from home, or who don’t have access to resources in their own neighborhoods.”

For example, Davis said key routes for many like the 19 Vollintine, which runs from Downtown to East Memphis passing through North Memphis neighborhoods, or the 35 S. Parkway, which runs from South Memphis to Highland to Summer, have effectively been cut until further notice.

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Davis said he is also concerned about the limited number of destinations for MATAplus paratransit service. The service is currently available from 4:30 a.m. to 6:30 p.m. every day, but will only transport passengers to work, medical care, grocery stores, or other essential businesses.

Davis said this list of locations excludes some designated as essential by the city’s order.

“We have to consider how people without cars are going to access basic services and maintain their livelihoods moving forward,” he said.

Initially, MATA said that the agency would operate its Sunday schedule, along with a few additional routes to essential services on a daily basis until further notice. This includes 17 routes.

After receiving feedback from bus riders indicating that the reduced service excluded access to certain essential services, MATA added three more routes on a modified schedule to its reduced service plan.

“When we first announced reduced levels of service, we were focusing on routes that were considered essential,” said Gary Rosenfeld, CEO of MATA. “But we heard from some customers today and decided that we needed to add three more routes to try to be as responsive to their needs as possible.”

However, Rosenfeld said MATA is “responding to the reality of resources.”

“With ridership dropping and knowing several businesses are not operating at this time per current executive orders, we are making decisions with the information that we have at the time,” he said. “As the COVID-19 pandemic continues to evolve, we will likely make more adjustments of service and we are requesting that employers be as flexible as possible as well.”

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Video: Bus Rider Discusses Transit Funding, Challenges, and More

Video: Bus Rider Discusses Transit Funding, Challenges, and More


The Flyer caught up with Justin Davis, secretary of the Memphis Bus Riders’ Union (MBRU), this week to learn more about the union’s work and the transit issues it strives to address.

We met at Memphis Rox Climbing Gym on McLemore and made our way to a nearby bus stop. It drizzled a little as we stood at the uncovered bus stop. Davis used the Memphis Area Transit Authority (MATA)’s TransLoc app to track when the next bus would arrive.

After waiting about 15 minutes, the 17 McLemore bus arrived on time. Davis said it’s not unusual for buses to arrive ten minutes early, ten minutes late, or occasionally not arrive at all.

We each put $3.50 in the fare box and received a one-day pass.

There was just one other person on board when we boarded the bus. The passenger chatted back and forth with the driver as if she was a regular on the route.

Davis and I settled in the back of the bus. The bus was clean other than a few food wrappers on the floor. And other than the occasional roar from the engine, the ride was quiet. We rode down residential streets through South Memphis and then down Lamar, picking up a few more passengers, before arriving at the American Way Transit Center about 20 minutes later.

Half a dozen more passengers got on there, including an older man with shopping bags, a younger man dressed in a work uniform with a lunchbox in tow, and a teenage boy carrying nothing but a phone.

The transit center is where many riders come to make connections to other routes, Davis said.

As Davis and I rode, we talked about the bus riders’ union’s efforts to advocate for better transit in the city, transit and poverty, dedicated funding for MATA and the proposed wheel tax, and other issues that regular bus riders face every day. Check out the video at the top to hear what Davis had to say.

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Bus Rider Union: Rapid Bus Route ‘Long Overdue’ Here

Justin Fox Burks


A leader of the Memphis Bus Riders Union said a Bus Rapid Transit (BRT) line is “long overdue” in Memphis.

Officials announced earlier this month that the Memphis Area Transit Authority (MATA) is receiving a $12 million federal grant to create a rapid bus line here.

The $12 million Better Utilizing Investment to Leverage Development (BUILD) grant will partially fund Memphis’ Innovation Corridor, an eight-mile stretch between Downtown and the University of Memphis.

The BRT line, dubbed mConnect, will be the first in the region.

Proposed BRT route


Justin Davis, organizing coordinator for the MBRU said “it’s really important that we’re talking about changing the city’s infrastructure to accommodate transit better and making it easier to use with new stops and new technology.”

However, he said many bus riders are frustrated that most of the recent efforts to improve the city’s transit have been focused in Midtown and Downtown.

“We still have many neighborhoods where service is so unreliable and inaccessible that people can’t even get to Midtown or Downtown in a reasonable amount of time,” Davis said. “Midtown and Downtown already have the most reliable service. We need high-frequency service going north to south and bus routes that directly address the needs of low-income folks, people of color, and people with disabilities.”

Davis said many parts of the MATA system still need “significant repair.” There need to be more conversations about finding a dedicated funding source for MATA. Dedicated funding will give the system “stability,” he said, making the network “better for everyone, not just the people who will benefit from this BRT line right now.”

At a community meeting on Monday, officials revealed details for the project to the public looking to gather feedback. The public has until December 2nd to comment on the project.

Construction on the project is expected to begin in 2021 with service beginning in 2024.

Here are some other preliminary facts about mConnect:

• The route will include 30 modern transit stations that are well-lit, covered, and ADA accessible

• Buses will arrive every 10 minutes during peak hours.

• All of the buses will be electric and equipped with vehicle health monitoring, collision avoidance, and predictive maintenance technology.

• WiFi will be available at the stations and on-board.

• Dedicated bus lanes will be created on portions of B.B. King Boulevard and Second Street.

• Buses will have traffic signal priority along the route.

• Other features include mobile ticketing, automated voice announcements, and real-time security cameras.

Officials seek feedback at public meeting Monday


The total cost of the Innovation Corridor is $74 million. The largest portion of the funds, $39 million, are federal dollars. Another $12 million comes from the BUILD grant, $18.5 million from the city, and $4.5 million from the state.

Memphis’s project is one of 55 in 35 states to receive a portion of the 2019 U.S. Department of Transportation’s $900 million BUILD grant.

The Innovation Corridor was identified as a potential high-capacity transit corridor by a 2004 MATA study. The study, Midtown Alternative Analysis, looked at transit needs and the potential to provide a higher quality service within Midtown and surrounding neighborhoods.

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Vintage Steel-Wheeled Trolley Testing to Continue on Main Street

MATA


As the Memphis Area Transit Authority (MATA) continues to work at returning the vintage steel-wheeled trolley services to the city, safety tests will resume on the Main Street line beginning Monday, Nov. 6.


MATA officials say the 50-foot-long, brightly-colored trolley cars will operate sans passengers, running from MATA’s trolley barn on the north end of Main to Central Station at the south end.

Testing of the revamped trolley’s new safety system and the electrical wires that power them will

continue both day and night for the next several months, officials say.

MATA

MATA officials expect that the Main Street line will be ready for passengers sometime in 2018. After it’s up and running, MATA will work to restore trolley services on Riverfront and then Madison in 2019.

Before the three lines were discontinued in 2014 due to safety issues, nearly 1.5 million passengers used the trolleys in a year. Of those, about half were tourists.

But, members of the Memphis Bus Riders’ Union (MBRU) continue to question MATA’s priorities, according to a newsletter sent by the union on Thursday. 

“MBRU always held the position that we should not be prioritizing trolleys for tourists and downtown developers at the expense of fixed-route bus service for minorities, working-class people, and people with disabilities,” the letter read. 



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The Resistance: Memphis Activism Sprouts Everywhere

We’ve planned this cover for a couple of weeks, calling on sources, digging through social media, and going to rallies and marches to find the faces of Memphis resistance. Turns out, all we really had to do was check with City Hall. The city of Memphis has a list. 

The Commercial Appeal‘s Ryan Poe uncovered the Memphis Police Department’s “escort list” through an open records request and revealed it in a story Friday. The list features the names of dozens of Memphis activists, organizers, disgruntled former employees, and others. Those on the list “have to be escorted inside City Hall at all times,” according to a note on the list signed by MPD Lieutenant Albert Bonner. 

Mayor Jim Strickland said he hadn’t seen the list before Poe’s story surfaced and said he will review it with MPD director Michael Rallings to discuss its future. 

“It is the professional assessment of the Memphis Police Department’s Homeland Security Bureau that individuals on the list pose a potential security risk,” Strickland said in a statement, Saturday. “It’s important to note that these individuals have not been banned from City Hall. They simply require an escort.”

Citing ignorance of the City Hall security list is one thing, but we do have insight into how Strickland handles protests. When Greensward supporters took to the grassy field in Overton Park last April (armed with protest signs, streamers, guitars, and kids in costumes), Strickland ordered 88 security staffers (including MPD, Memphis Fire Services, Memphis Animal Services, and more) to the site. The show of force included clandestine surveillance units, mounted police, a fleet of police cruisers, and a cop chopper circling overhead. All of this cost taxpayers around $37,000.

A few months later, about 1,000 protestors shut down the Hernando de Soto Bridge in an action aimed at drawing attention to the deaths of several black men at the hands of police across the country. MPD officers, and Rallings, himself, ensured that protestors marched peacefully and safely through downtown streets and onto the bridge. Once there, they were met with a sea of blue lights, a squad of cops clad in black riot gear, and a police helicopter. 

Both protests ended peacefully, and the overwhelming police presence may have had something to do with it. The City Hall list, though, feels like overreach — targeted and possibly aimed at intimidation. 

The original introduction to this piece described a city that lauds the efforts of its resistors. We paint their faces 15 feet high on the sides of buildings and call them “Upstanders.” We turned the site of Dr. Martin Luther King Jr.’s final moments into the iconic National Civil Rights Museum, which helps visitors and locals alike learn about what King and other civil rights leaders fought and died for. Through that lens, we’ve watched with some pride as grassroots efforts in Memphis have sprouted and grown since the inauguration of President Donald Trump. If any city is going to respect those who rise up and resist, it should be Memphis. 

Maybe future generations will paint visages of the new resistance on another Upstanders Mural, like the one in South Main. Though the spectrum of resistance and activist groups in Memphis is wide and diverse, we’ve selected a few to highlight. Memphis, meet (some of) the resistance. — Toby Sells

Black Lives Matter, Memphis Chapter

Perhaps the most recognizable of the social justice-oriented groups, Black Lives Matter faces ample scrutiny from law-enforcement supporters and, well, white people, though there has never been an “Only” in front of the group’s name. 

BLM as a national organization formed after the death of Trayvon Martin, the unarmed Florida teenager stalked and killed by George Zimmerman, a self-proclaimed neighborhood watch vigilante. BLM has grown in size and reach, often in conjunction with protests against police killings of unarmed African Americans.

Shahidah Jones, a Memphis chapter representative, says that people’s involvement in the Memphis chapter tends to rise and recede. “It’s not a growing trend, necessarily, but people will be motivated by a particular incident and come out,” Jones says, adding that “it really depends on public traction, but also accessibility.”

Joey Miller

with Black Lives Matter

In this case, accessibility refers to how much time someone is able to commit to BLM, which is why the chapter is comprised of regular members who stay steadily involved, like Jones, and volunteers who can help organize around a specific event. 

“The basic core of what we’re doing is we are fighting for the liberation and equality of all black people,” said Jones.

Like most social justice groups organizing under a national presence, the local group adheres to national guiding principles. For BLM locally, the economic equality they are pursuing has many components. This year, the chapter decided that pursuing transformative justice in Memphis means working on bail reform and decriminalizing marijuana — two components of the criminal justice system that disproportionately work against people of color. 

Jones advises anyone wanting to get involved with BLM Memphis to send an email and let organizers know how they would be able to contribute in terms of time and skill set. — Micaela Watts

Showing Up for Racial Justice (SURJ) 

As more and more community activism takes aim at dismantling long-standing institutional structures — and centuries-old repercussions — on people of color, there’s a call for white individuals to join in efforts to fight racism. 

For many whites, answering that call is not always a clear-cut process, particularly when it comes to grassroots movements. How to combat racism without being, well, kinda racist isn’t always clear to the race that has been at the top in this country since its founding. 

SURJ exists to engage white people who want to dismantle racism. Like Black Lives Matter, SURJ is a national organization, and the Memphis chapter formed in the latter half of 2016. 

Micaela Watts

of SURJ

Allison Glass, one of the representatives of the group, said the catalyst to the Memphis chapter’s formation came in July, shortly after more than 1,000 people shut down traffic on the I-40 bridge. 

“It was such a powerful moment in Memphis that I think people felt really inspired,” says Glass. “If these folks are going to commit such a courageous act, then we as white people need to organize other white people to join this effort.”

In September, SURJ members dispersed through the crowds of the Cooper-Young Festival in their first action and signed up people interested in learning how to combat racism. They also sold Black Lives Matter yard signs, with the proceeds going to the national BLM organization. 

“One of the core principles of SURJ is about accountability, specifically to people-of-color-led organizations. So, SURJ signed on as an organizational partner to BLM,” says Glass.

Like many community organizing groups, the interest in SURJ has risen following the election of President Trump. The organization will host its next direct training action on March 4th at Evergreen Presbyterian Church in Midtown. — MW

Comunidades Unidas en Una Voz

Though the Memphis chapter of Comunidades Unidas en Una Voz (United Communities in One Voice) formed in 2010, it made local headlines after organizing the 3,000 strong Memphis We Belong Here march on February 1st, in downtown Memphis. 

“We never imagined the magnitude that this march would have and all the support we have received from people,” says CUUV organizer, Christina Condori.”The actions are a response to the erroneous measures being implemented that hurt our families,” she adds.

The erroneous measures Condori refers to may have come into the spotlight after President Trump’s travel ban, but CUUV has been rallying against the lesser-known immigration practices that have been dividing families in the Mid-South for years. 

Christina Condori, an organizer with CUUV

They’ve called upon Shelby County officials to not work with ICE (U.S. Immigration and Customs Enforcement) in executing raids in Spanish-speaking communities, where individuals often do not know their rights as undocumented residents in Memphis.

“When there was a raid and people did not know their rights, we started attending TIRRC (Tennessee Immigrant and Refugee Rights Coalition) workshops and would then transfer the learned information regarding our rights,” Condori says. CUUV has started hosting “Know Your Rights” workshops in churches, schools, and businesses within vulnerable communities. 

CUUV has aligned with multiple organizations on the local and national level, including Black Lives Matter, LGBTQ-focused groups, and Fight for $15, the national living wage reform group. The diversity among their affiliated causes is linked to a core tenet, “No to xenophobia.” 

CUUV plans to continue organizing against policies that harm minority communities and will strive to make Memphis a place that welcomes immigrants and refugees. “We know we are not alone,” says Condori. “We have many allies who are willing to support us.” — MW

Protect Our Aquifer

Ward Archer is no stranger to matters of the environment and public interest. Several years back, he helped raise $4 million to buy endangered property along the Wolf River from would-be loggers on behalf of the Wolf River Conservancy.

In the process, Archer ended up well grounded (in every sense of that term) with the fact that the headwaters of the Wolf — the Baker’s Pond area in northern Mississippi — served as a recharge area for the Memphis Sand aquifer, the source of Memphis’ unusually pristine drinking water. Fascinated, Archer learned everything he could about the subject of ground water in general and the Sand aquifer in particular.

Archer, who is also a board member of Contemporary Media, Inc., the Flyer‘s parent company, remains sensitive to any news regarding the aquifer and responded to the alarm raised last year by Scott Banbury of the Sierra Club about what had been a virtually unpublicized plan by the Tennessee Valley Authority to do some massive drilling into the aquifer to acquire coolant water for TVA’s forthcoming natural-gas power plant.

Banbury and experts like Brian Waldron, of the University of Memphis, made a compelling case that the drilling — five wells, three of them already approved and some of them arguably ill-placed — could result in possible contamination of the aquifer’s water supply.

Archer formed an ad hoc non-profit citizen’s group, Protect Our Aquifer, which has held numerous public meetings to raise awareness of the issue and has participated in various actions to halt the TVA drilling. The group has joined the Sierra Club in an ongoing legal appeal, now in Chancery Court,  to reverse the preliminary approval of the TVA drilling by the Shelby County Groundwater Control Board.

Protect Our Aquifier has a governing board of 10 and, perhaps more important, has an informal membership core of 1,800, communicating full-time via Facebook and fully able, as circumstances have demonstrated more than once, to mount an organized public presence. — Jackson Baker

The Leftist Comedy Show

It was the one-year anniversary of the Leftist Comedy Show, and show host Stan Polson thought he had one more joke — but, just to be sure, he checked an index card tucked in his breast pocket. “I’m really good at this,” he mumbled. “Oh yeah, yeah,” he said, reading deadpan from the card: “Men and women are really different. [laughter] Like, if you look on the internet, you can really see a lot of that. [laughter] Women are like, ‘Quit harassing me!’ And men are like, ‘Nobody’s harassing you, whore! Shut up! Kill yourself!’ [pause] That seems different.” 

Resistance can be funny. At least, that’s the take of those involved with the Leftist Comedy Show. It was born in the backyard of the Lamplighter Lounge and was supposed to be a one-off event, created by a group of friends with similar political interests. Turned out, the idea had legs, and the crowds are getting bigger.

The first events were planned with the goal of creating “safe space” comedy for audiences who might not feel comfortable at regular shows and open mics.

“A lot of people think we get offended by offensive material,” he says. “But that’s not really the case so much as we believe people when they tell us why they don’t come to comedy shows. At a leftist show, you’re not going to hear any rape jokes. You’re not going to hear any racial slurs. We heard women didn’t feel safe at open mics, comedy in Memphis was too segregated, and a lot of our transgender friends wouldn’t go because they’d hear jokes that made them uncomfortable.” The result is a comedy showcase with a lot of familiar faces on stage, but a unique audience.  

The next Leftist Show is slated for April 15th at Midtown Crossing. It will be hosted by the Living Room Leftists, a local pro-union folk band. — Chris Davis

Mid-South Peace and Justice Center

“It’s all about poverty at the end of the day,” says Brad Watkins, executive director of the Mid-South Peace & Justice Center (MPJC). “Our organization was founded on the birthday of Dr. Martin Luther King Jr. because our founders believed, as Memphians, we have a special responsibility, as this was the city in which King was murdered. [They wanted to build] on the work of Dorothy Day, of Chavez, of King. This organization stands to push that vision forward.” 

MPJC launched in 1982 and originally had a wide-ranging, four-pronged mission: opposing apartheid; targeting industrial polluters; calling for nuclear disarmament; and opposing U.S. military involvement in Central America. Some 20 years later, the focus was narrowed to local issues when Jacob Flowers, whose parents were active at the center in the 1980s, became executive director. The center has now become a mother ship, of sorts, for other fledgling organizations, including the Memphis Bus Riders Union, Memphis United, and H.O.P.E. (Homeless Organizing for Power & Equality). 

Watkins became executive director in 2014. “If you look at homelessness,” he says, “if you look at public transit, if you look at our work with low-income tenants or immigrants or criminal-justice reform — all of that has its roots in poverty. And not just poverty like it’s just something that happens, like the weather. 

“Low income people pay all the late fees; they pay all the reactivation fees,” Watkins continues. “The system bleeds people dry and keeps them trapped in poverty. If you wanted to sum up all of the issues we work on, it comes from a place of liberation from oppression, and poverty is the means to oppression.” 

Watkins says the center’s role in the current spate of activism is a supportive one. He says activism works best when a movement is led by the people most affected by an issue.  

“Here’s what I want to say,” says Watkins. “It’s never too late for someone to get involved. None of us were here at the beginning of the movement, and none of us are too late to be a part of it.” — Susan Ellis

Activist Grassroots Groups in Memphis (partial list):
M.A.R.C.H. (Memphis Advocates for Radical Childcare)
Fight for $15
Healthy and Free Tennessee
Memphis Bus Riders Union
Memphis Feminist Collective
Comunidades Unidas en Una Voz
Home Health Care Workers
Memphis Voices for Palestine
Showing Up for Racial Justice (SURJ)
Official Memphis Chapter of Black Lives Matter
Sister Reach
Save the Greensward
OurRevolution 901
Preserve Our Aquifer
Mid-South Peace & Justice Center

Categories
Cover Feature News

Bus Stopped: The Battle over Route 31

Georgia A. King, 76, is a Memphian who needs her floral-decorated cane to assist in her instantly recognizable, purposeful stride. Whenever she steps out of her apartment near Victorian Village, she is likely to encounter grins and hugs from other Memphians as she makes her way around to her various destinations.   

Most call her “Mother King,” a moniker earned from her reputation, built by decades of organizing work for Memphis’ poor and her involvement with the civil rights movement.  

Since she herself relies on public transportation, pushing for equitable public transportation is high up on King’s exhaustive list of interests and pet projects.

Shortly after the Occupy Memphis protests of 2011, King formed a Transportation Task Force, which would become the Memphis Bus Riders Union in early 2012.

later evolve into the MBRU.

No matter where she is in Memphis — or what else is occupying her time — she watches the Memphis Area Transit Authority buses. “I watch for everything. Is the bus let down for disabled passengers? Does the driver look tired? Are the buses running when they are supposed to?”

King is not alone in her vigilance. She is joined by the other members of MBRU as well as the Amalgamated Transit Union Local 713. Together they monitor the pulse of MATA, and right now one of their major concerns is restoring access to the historic, and once well-used Route 31 Crosstown, which was discontinued in 2013.

Crosstown 31 ran primarily along Cleveland and connected many North and South Memphis neighborhoods. For months, members of MBRU have been knocking on doors in tucked-away neighborhoods that used to bookend the 31. Demographically, these neighborhoods are majority black and marked by the all-too-familiar poverty that disproportionately strangles many black neighborhoods in Memphis.  

Armed with clipboards, volunteers with MBRU have been asking residents to sign their name to a petition and endorse the restoration of Crosstown 31.  

So far, they have more than 1,700 signatures, roughly 900 or so shy of the estimated number of riders that rode Route 31 daily for work and to get necessities, such as groceries, before it was discontinued.

The signatures are important, but they can only change so much, which is why Mother King is hoping city officials are watching and listening to the efforts of the two unions. After all, she says, “If the only people protesting are the ones that need this route, nothing will get done.”

Ron Garrison, CEO of MATA, stands in front of a trolley.

The Cut

When the decision was made to eliminate the 31 in 2013, MATA was facing a $4.5 million deficit in its yearly operating budget. MATA’s then chief executive officer, William Hudson, said that route eliminations would be necessary in order for MATA to continue to operate. Among other route changes that were made that year, a new route No. 42 Crosstown was created that combined and replaced Route 10 Watkins, Route 43 Elvis Presley, and the Crosstown 31.

At the time, Hudson defined vulnerable routes as ones with a low ridership, specifically 25 or fewer customers per hour. However, study findings in the Short Range Transit Plan, a transit study produced by independent consulting firm Nelson/Nygaard just two years prior to its cut, showed Crosstown 31 as Memphis’ third highest-used bus route, with an average of 2,600 riders daily. The route was second only to the 43 Elvis Presley, which funneled 2,700 daily riders between the heart of the city and South Memphis neighborhoods.

If you spread 2,600 riders over 19 hours of operation, the 31 had an average of 136 riders per hour. Unless there was a drastic (and undocumented) decline in Route 31’s ridership in the two years between the study findings and the route’s elimination, the old Crosstown route didn’t fit Hudson’s definition of low ridership.  

A few years later, it wasn’t the number of daily riders that MATA officials pointed to in defending the cutting of Route 31. Rather, it was a finding of the same SRTP study that said MATA would save funds by combining two of its five highest-used routes.

Very Long Walks, Very Few Stops

In a September 2016 guest column in The Commercial Appeal, MATA’s CEO, Ron Garrison, acknowledged the movement to restore Route 31 and pointed to the SRTP study findings that said “at the time” MATA would save money forming the new No. 42 Crosstown — which also connects North and South Memphis — by eliminating duplicate routes while still being able to adequately serve customers on both ends.

“Fast forward to today, and MATA still serves those communities with Route 42 and six other routes,” Garrison wrote, specifically referring to the New Chicago and Riverview-Kansas neighborhoods.

At last count, there are 1,700 petition signatures that say otherwise.  

“There’s definitely no proof of that,” said Carnita Atwater, the executive director of the New Chicago Community Development Corporation. “Because the 42 won’t circle around some of these neighborhoods.”

Atwater keeps frequent tabs on the residents of the New Chicago area through her work at the NCCDC. Half community center and half museum, the NCCDC is a bustling hub within an economically depressed area. From the building, you can see the towering smokestack of the long-closed Firestone Tire and Rubber Company — a reminder that steady jobs were once considerably more plentiful in the area. Now many of the residents are dependent on the bus to reach their jobs.

Atwater says MATA’s new route isn’t working. “I can tell you that many people have lost their jobs because of [the elimination of] Route 31. We did questionnaires after, and we can verify that.”

Like King, Atwater’s concern is focused on the dozens of smaller neighborhoods that the new Crosstown route doesn’t directly extend to and that feeder routes don’t regularly reach.  

“Most people out here don’t even own a bicycle, and walking to the nearest stop certainly isn’t always an option,” Atwater says. And jobs aren’t her only concern.

“Another major concern is families not being able to go into other communities to see family members. And churches. If you live in North Memphis, but your church is in South Memphis, you’re out of luck, come Sunday.”

According to Google Maps, 60 churches are directly on or within a few blocks of the old Route 31.

Down the line in South Memphis, the Riverview-Kansas neighborhood tells a similar tale. Just like New Chicago, recent census data shows the South Memphis neighborhood to be majority black and with a disproportionate amount of residents living in poverty and with a high unemployment rate.

The Riverview-Kansas area wa s once the south loop for Route 31, and it shares the challenges that New Chicago has with MATA’s 31 replacement plan: lots of residential pockets that would require a resident to either walk an hour or more —  and cross over an interstate — to access the new Crosstown route, or use multiple bus transfers.  

Neither one of those options work for those facing some degree of immobility, or for those who are so financially strapped that transfers must be carefully budgeted.

In fact, data gathered by the Center for Neighborhood Technology, a research-based think tank for urban sustainability, shows the costs of public transportation for residents living in both neighborhoods comprises more than 20 percent of their take-home income.

Coming Soon to Crosstown …

The opening date for the Crosstown Concourse in the former Sears building has been set for May 2017, and among what have been dubbed as the “founding tenants” is Church Health Center, which has as its primary purpose serving the working poor. Its new location in the Concourse means that affordable health care is shifting a few blocks north from the health center’s current location on Peabody, to a location more in the middle of the Midtown/downtown area.  

For the new Crosstown bus route, the question becomes whether or not the route and its feeders can efficiently and economically bring residents from New Chicago and Kansas-Riverside to the Concourse for health-care access, not to mention the hundreds of jobs that will be available in the area once the Concourse opens.

“Crosstown, interestingly enough, was called Crosstown because it was once the easiest place to get to in Memphis,” says Church Health Center founder Scott Morris. “It was once where the trolley lines crossed, and so it was the easiest place to get to in Memphis.”

In Morris’ view, current public transit deficits have resulted from a mixture of decades of underfunding and a lack of creativity and cutting-edge solutions from previous administrations.  

“I’ve looked at their finances over time, and I don’t know how they do what they do,” said Morris.  

For the purposes of the CHC, Morris is more concerned that Memphians reliant on public transit have the routes they need to get to school and work.  

“The number one predictor of anyone’s health and outcome is their education, not their doctor,” says Morris. He says that most of the CHC’s patients, at the very least, have their transportation to work figured out, since a person must be employed to receive services from the CHC. But Morris is still concerned about the problems associated with the loss of Route 31 and the problems concerning MATA as a whole.

Referring to Garrison as “intriguing,” Morris says he has spent enough time around MATA’s leader to determine that he “doesn’t have his head stuck in the sand.” While Morris isn’t entirely familiar with all of the dynamics of restoring Route 31, he says it’s a conversation that neither he nor Garrison is ignoring.

Morris says that solutions offered in lieu of Route 31 work for some, but not all. He adds, particularly around Crosstown, that people are “thinking long and hard and deep about this issue.  

“I met with Garrison last week, and I was saying, ‘We have to make this work for everyone at Crosstown. It can’t be just about the middle- and upper-class people who are coming there to work,'” said Morris, who continued to say, “I was singing to the choir when I was talking to him. My personal feeling was that he got it.”

Elena Delavega, PhD, University of Memphis Department of Social Work. Research published August 15, 2014.

What Everyone Agrees On (Money, Money, Money)

What’s to be done — if anything is to be done — about communities affected by Route 31’s elimination remains to be seen.

But, if there’s one sentiment that MBRU, Local 713, Morris, and Garrison can all agree upon, it’s that decades of inadequate funding of Memphis’ buses have created a swath of problems without clear solutions.

Route 31 has become a focal point for conversation and action, but it’s also just one problem in a public transit system that’s beleaguered by an aging fleet, outdated infrastructure, inadequate bus stop shelters, and sometimes inconsistent stops on established routes.

Where there are inadequate transit services, poverty is sure to follow, as we know from mountains of data compiled over the years. The most recent poverty figures (compiled in 2014 by data guru Elena Delavega at the University of Memphis) shows a startling income disparity between those who drive to work and those who use public transportation.  

Residents living in the major Memphis metropolitan area who drive to work have a median income of $34,199. The median income for those who use public transit is just $16,450.

If that bus rider’s median income supports more than one person, they are officially below the poverty line. While, it’s unclear how many children living in poverty rely on a public-transit dependent adult, the links between transportation access and earning capacity are statistically quite apparent.

How much can Garrison do to fix the system? His course of action is ultimately tied to how much money the city council is willing to put into MATA’s budget.

In the meantime, the city’s two transportation unions plan to keep pushing to publicize the challenges facing citizens dependent on public transportation — and for the money to address the issues.

Until that happens, citizens like Georgia King plan to keep watching the buses. “This isn’t about one person, this is about us as a city,” she says. “We’re locked in together. We’d love to get out, but we can’t … so here we are.”

Categories
News The Fly-By

MATA Proposes New Routes

As rain beat against the windows of the Airways Transit Center last Thursday, Memphis Area Transit Authority (MATA) officials provided details and received feedback on a series of service adjustments that could begin by December.

The changes, affecting fixed-route bus service, will include eight new bus routes, 11 routes with timing adjustments, 10 routes with increased frequencies and span of service, 14 routes with routing adjustments, and one discontinued route that will have service replaced by others.

The adjustments represent about $500,000 in added service grants from the Congestion Mitigation and Air Quality Improvement Program.

MATA officials say the proposed changes will improve service by simplifying routing and increasing productivity, but riders who attended the meeting expressed exhaustion and confusion over the adjustments. That puzzlement appeared at times to be a miscommunication between officials and bus riders. At other points, though, the frazzle felt as though it was brought on by how complicated the city’s bus system can be — even without the changes.

“All these changes being made might be great for someone, but I don’t know who is benefiting,” said Leonard Ewing, a member of the Memphis Bus Riders Union (MBRU). Ewing was concerned that a change to the 57 Park route eliminating service to a portion of Lamar at Bellevue would affect him. “It might be rain-storming like it is today, and I’ll have to jump off this bus and take another bus and then hop on another bus — rain, shine, sleet, or snow — if I want to get to work.”

MATA’s Planning Manager John Lancaster, the session’s mediator, said a newly adjusted Route 56 to Lamar will pass by Bellevue and add service on Sundays.

A lack of Sunday service, particularly along Route 19 Vollintine, leaves residents who are dependent on the transit system stuck in their neighborhoods, said MBRU co-chair Cynthia Bailey.

“I’ve had a lot of riders in the community come to me that want to go to church or go visit family on Sundays,” Bailey said. “It’s almost like you can’t get out. If you have business, there’s the number 8 and route 52. But you’ve got elderly people who can’t walk that far. I’m hearing about the new 45 Appling Farm route … but it’s not benefitting the community.”

The Memphis Bus Riders Union has also created a petition to bring back the 31 Crosstown route, which was cut in 2013. Members say it was instrumental in connecting two high-poverty neighborhoods, New Chicago and Riverside, with the rest of the city.

“Those neighborhoods have seen a lot of decline,” said Justin Davis, secretary of the MBRU. “There are eight new routes … a lot of those are out East and in the southeast. Our concern is if we’re taking all of this energy to put all of these routes in the east and southeast, are we putting the same effort into North and South Memphis? New Chicago, transit-wise, is almost entirely isolated. If you don’t have a car, you pretty much can’t leave.”

Lancaster said it took $3.5 million dollars to service the 31 Crosstown route before it was eliminated.

“To bring it back as it was, we would need $3.5 million dollars of new funding,” Lancaster said. “However, with the way things have been restructured, it would be a challenge. But we may be able to add some additional service to complement what used to exist.”

MATA will accept feedback on December’s proposed adjustments until September 7th. Additionally, the MBRU will host a demonstration calling on MATA to restore the 31 Crosstown Route on Saturday, Sept. 17th from 11 a.m. to 2 pm. at the New Chicago Community Development Corporation.