As another thought. Perhaps RTA could have boarded the trains kind of like an amusement park. For example, people in line A sit in car A, and so forth. Except in this situation RTA would only let on so many people at each station, ensuring that trains would arrive packed full into Tower City, but yet riders from each west side stop would have an equal chance to board. Basically spreading the unfair wait burden to all stations rather than to those who were trying to board at closer stations.

 

RTA could have also just not opened the doors on one of the cars. Therefore not allowing all three trains to have filled up by the time they hit West Park. Then once the train got to W 117th or another closer stop, the doors would open allowing passengers here a chance to board and fill an empty train.

 

Then again, trying to put order into a crowd that was probably already drunk wouldn't be an easy feat. The demand was so great that you just weren't going to please everybody.

 

It really puts into perspective the chaos that would ensue if there was a sudden extreme surge in the price of oil and folks started to look to public transit as an alternative option. If the rapid carried 100,000 passengers that day, that's approximately 5% of the Cleveland MSA going to downtown Cleveland, or 2.5% if those were passenger trips and each person made a round trip. I'm not sure how many people commute to work downtown everyday, but just imagine if all of a sudden you had 100,000 or 50,000 people wanting to get to work in downtown Cleveland everyday by public transit that didn't, lets say, 3 months prior because of a huge shift in the economics of oil. Very scary thought to process, not just here locally, but in almost every city in the US. How quickly could a public transit infrastructure be expanded if the demand were to instantly explode?

Jerry, thanks for your response. For the Rapid system to carry 100,000 people in a single day is a pretty remarkable feat.

 

Earlier this afternoon/evening while driving south to Akron and back again on I-77 during rush hour, I wondered how the freeway system in/out of downtown fared on St. Patrick's Day. Anyone come to/from downtown on those roads? I would be interested to hear of your experiences.

I worked on SPD.  Came in from Lakewood on the West Shoreway to the Innerbelt and got off at Prospect.  Parked at CSU.  This was at 8:30 in the morning.  I left work at 4:30, hoped on the Innerbelt at Chester heading North and took the West Shoreway back to Lakewood.  It was no different than any other Saturday.  People that worked with me had no problems leaving at 4:30.  They hoped on 71 South at East 9th.

 

 

I understand your frustration, but you cannot make that claim!  And at the same time, I agree with ," sometimes you gotta spend money to make money"!  I'm constantly preaching that to the bean counters!

 

100,000 riders on RAIL alone.  Now of course, all of them didn't pay.  So let's say 75,000 paid an average of $4 to ride between day passes and single trip tickets.  That's $300,000 GROSS from rail alone.    Add in the buses and it's quite easily $500k. 

 

I don't know their labor rates, but I do work with lots of union labor.  I can comfortably say there is no way they spent anywhere near this amount on overtime for one day and basically two shifts.  Without knowing RTA's funding rules it could be extrapolated that paying the labor shouldn't have been a problem.  Getting some of the drivers to blow off their weekend and deal with 100,000 drunks is another story.... :)

"I'm not being an apologist, but where is the money to do all this coming from?" 

 

MyTwoSense, RTA needs to find the money or simply throw in the towel and shut down on St. Paddy's day because they admittedly can't handle it... In truth, I don't think money is the issue.  Poor planning was.  IIRC RTA calls all available personnel to duty and pays a ton of OT to those who normally don't work during that time.  Besides, we know that RTA has something of a surplus (I forgot how it got it), which is why the agency is putting on MORE buses and trains and increasing service on some lines (like 15-min Red Line trains this summer as opposed to the current 20-min intervals).

 

"clvlndr, how do you run express trains on two tracks from the westside?  Having express trains skip stations, stations with many people, would only infuriate those waiting.  You cannot compare a 4 track CTA system to a 2 track GCRTA system.  That's comparing apples to oranges."

 

Actually, MyTwoSense, it's comparing apples to apples.  If you space trains properly, you can run express trains on 2 track RRs -- If RTA is running trains even in the 7-8 min intervals which it usually does during rush hour on the West Side Red Line, it can run expresses over it's 2-track railroad...  Philadelphia runs express trains on the 2-track PATCO line to NJ.  Ditto, for the Philadelphia's "Eagles Express", SEPTA runs non-stop Broad Street express trains from City Hall/Walnut Street directly to Pattison (end of the line) every Eagles games -- that stretch is a 2-track railroad.  I think you miss the point MTS.  The idea is to relieve crowding, not to acheive speed.  Fact is, from what we're reading/hearing, RTA was essentially running expresses anyway since UOers are saying that packed trains were not stopping at inner stations anyway.  But if RTA ran empty trains to, say, W. 117 and turned them back, the poor folks at the close-in stations would at least be moving into downtown...

 

 

 

^^KJP, does RTA actually need a pocket track to turn trains or simply a crossover track to turn after the in-bound train clears?... Keep in mind, the heavy traffic was in-bound/Eastbound, so having outbound/Westbound passengers wait a few mins until Eastbound trains clear shouldn't be a major problem....at least, I wouldn't think....don't rush hour/short turn Brookpark trains reverse at the Brookpark stations w/o a pocket track?

^^KJP, does RTA actually need a pocket track to turn trains or simply a crossover track to turn after the in-bound train clears?... Keep in mind, the heavy traffic was in-bound/Eastbound, so having outbound/Westbound passengers wait a few mins until Eastbound trains clear shouldn't be a major problem....at least, I wouldn't think.

 

If RTA brass doesn't trust its train operators to run on a single-tracked extension of the Blue Line, I doubt they'd trust a train operator to cross over into opposing traffic on the busiest transit-riding day of the year. They only do this during  repairs/construction which is typically left to off-peak or overnight hours, and they place a shitload of flaggers trackside to keep train operators from instigating head-on collisions.

 

Actually, I was surprised to find they still had a pocket track at Puritas. Too bad they don't have one any more at West 117th. That could have helped riders at inner stations get on trains without having to ride out to Hopkins first.

The spanking-new, easy-to-use E. 55 station makes this quick transfer/route easy to use.  ONE PROBLEM... In the short time to kill waiting for the eastbound Red Line train (which time will be shorter once RTA increases Red Line frequency from every 20 to 15 mins), I checked out the new station and noted that it was FILTHY ALREADY... in particular, the stairs up to street level.  C'mon RTA, this station is 6-months old and, already, the signs of early deterioration is present.  Please (Jerry, JetDog, somebody) pass along a word to RTA to maintain its facilities so they don't become unpleasant to passengers and cause RTA to get some special (federal) grant to rebuild because of deterioration.  I'd hate to see this lovely E. 55 station to go the way of the West Blvd stop, which looks 40/50 years old even though it's just over a decade old in reality.

 

I think we have a language problem here. When you say "deterioration", I am thinking rusty door hinges falling off because no one oiled them.

 

I talked to an RTA staffer who personally checked out the station after your post. He found no "deterioration" -- just some dust and dirt caused by a station that is being used.

 

We really need to instill pride in those who use our facilities. The other day, I saw a woman leave a half-filled pop bottle on a bench on a HealthLine station. As she walked away, I said, "Maam, you left your pop bottle here." (That was of course, the most polite way I could tell that littering is against the law.) She replied, "Oh that's ok, you can finish it." Egad! I was not THAT thirsty.

 

RTA custodial staff has a plan to maintain stations. The public can help by throwing trash where it belongs, and reporting vandalism promptly.

Lacking sufficient turnarounds does not release RTA's obligation to serve all their stations equally in a situation like this.  Deadheading is inefficient, but it's a fact of life in transportation planning because it's rarely OK for the planner to skip jobs entirely for the sake of convenience.  In the case of a public agency, it's definitively NOT OK for 3 trains in a row to serve Puritas but skip W98th.  If deadheading is required to equalize the situation, then it just is.  Serving inner city areas should never ever ever be considered optional.

Let me respond to the Casino talk:

 

Civic leaders -- led by Positively Cleveland -- have met several times to explore things that have to be improved before the casinos open.

 

One of them was transportation. Without going into all the details, RTA is stressing Red Line service to Hopkins, the HealthLine to UC, and the trolleys to connect points downtown. We have 80 percent of the funding in place to start three new trolley lines in mid-May, and the other 20 percent is now being raised by the private sector. Trolley service would be extended to 11 p.m. weekdays, add service on weekends, and add a trolley on East Ninth Street (rush-hour only) to serve the Muny Parking Lot, and provide an option for some new employers downtown to have no place to park.

 

There will be new signage and new communications tools, as well as the new Cleveland Pass.

Regarding comments on St. Patrick's Day...

 

All suggestions regarding serivce changes were forwarded to those who will develop the plan for next year. Thanks you for your input.

 

The maximum car capacity is THREE. The stations cannot accommodate more, AND the electrical system cannot accommodate more. Period.

 

As far as RTA making money that day, let me say this. The costs for both RTA (and I assume the City of Cleveland) are huge on any St. Patrick's Day. Many, many extra people worked that day, in positions you could see, as well as behind the scenes. All public transit systems lose money and need a subsidy.

The February ridership report is ready. Total ridership has increased for 10 straight months.

 

The first number in each category compares Feb. 2012 to Feb. 2011. The second number is YTD 2012 to 2011.

 

* Systemwide: Up 16 percent and 11 percent. That's 540,000 more rides than last year, for Feb.

 

* Total Rapid: Up 13 percent and 11 percent

* Heavy Rail: Up 14 percent and 12 percent. Best February since 1988.

* Light Rail: Up 12 percent and 10 percent

 

* Total Bus: Up 17 percent, and 10 percent

* HealthLine: Up 7 percent and 6 percent -- a steady increase since it opened in Oct. 2008.

* Trolley ridership: 89,000, up 10 percent.

* Average daily trolley ridership: 3,600, an increase of 23 percent.

 

* Weekday average rose 11.3 percent, or about 17,000 more rides.

 

* Bikes: 2,000 boardings, up 88 percent over last year.

 

Thanks for all your support.

Jerry, thanks for the news, for taking the time to respond and for sharing our feedback with others at RTA. While we do need to vent sometimes, I am also very glad that UrbanOhioans care so much for their city's transit system that we offer productive suggestions and questions. And I am very glad that you are here to listen, share and address them.

 

BTW, great news on the ridership front!

Wow, that's seriously impressive ridership growth.  Incredible that Red Line ridership is highest in almost 25 years given what I'd guess is reduced service frequency since then.  Should only grow more with all the downtown projects in the the pipeline and (hopefully) continued job growth.

 

The February ridership report is ready. Total ridership has increased for 10 straight months.

 

The first number in each category compares Feb. 2012 to Feb. 2011. The second number is YTD 2012 to 2011.

 

* Systemwide: Up 16 percent and 11 percent. That's 540,000 more rides than last year, for Feb.

 

* Total Rapid: Up 13 percent and 11 percent

* Heavy Rail: Up 14 percent and 12 percent. Best February since 1988.

* Light Rail: Up 12 percent and 10 percent

 

* Total Bus: Up 17 percent, and 10 percent

* HealthLine: Up 7 percent and 6 percent -- a steady increase since it opened in Oct. 2008.

* Trolley ridership: 89,000, up 10 percent.

* Average daily trolley ridership: 3,600, an increase of 23 percent.

 

* Weekday average rose 11.3 percent, or about 17,000 more rides.

 

* Bikes: 2,000 boardings, up 88 percent over last year.

 

Thanks for all your support.

 

Thanks!

 

Is there raw number ridership numbers out there?

It's not as current as RTA's internal numbers, but you can see quarterly ridership data, by mode, for RTA and other large transit agencies at the APTA web site: http://www.apta.com/resources/statistics/pages/ridershipreport.aspx

 

Unfortunately RTA doesn'r report average weekday ridership for modes, which is a common metric.

It's not as current as RTA's internal numbers, but you can see quarterly ridership data, by mode, for RTA and other large transit agencies at the APTA web site: http://www.apta.com/resources/statistics/pages/ridershipreport.aspx

 

Unfortunately RTA doesn'r report average weekday ridership for modes, which is a common metric.

 

Thanks! I wonder why they dont do the average weekday ridership numbers

^^KJP, does RTA actually need a pocket track to turn trains or simply a crossover track to turn after the in-bound train clears?... Keep in mind, the heavy traffic was in-bound/Eastbound, so having outbound/Westbound passengers wait a few mins until Eastbound trains clear shouldn't be a major problem....at least, I wouldn't think.

 

If RTA brass doesn't trust its train operators to run on a single-tracked extension of the Blue Line, I doubt they'd trust a train operator to cross over into opposing traffic on the busiest transit-riding day of the year. They only do this during  repairs/construction which is typically left to off-peak or overnight hours, and they place a sh!tload of flaggers trackside to keep train operators from instigating head-on collisions.

 

Actually, I was surprised to find they still had a pocket track at Puritas. Too bad they don't have one any more at West 117th. That could have helped riders at inner stations get on trains without having to ride out to Hopkins first.

 

Good point.  I also think that the signal tower damage also limited movement... I know years ago, they were running Waterfront Line Shuttles -- we were outbound (leaving a Browns' blowout earlier), and had to wait for an empty, 2-car train to turn just east of the Carneigie bridge, and head back west past us for another run.... I'm kind of surprised RTA didn't build a pocket track east of Tower City to allow for easy turnarounds for WFL trains, so they're stuck with the crossover tracks, switching into oncoming traffic.

^^KJP, does RTA actually need a pocket track to turn trains or simply a crossover track to turn after the in-bound train clears?... Keep in mind, the heavy traffic was in-bound/Eastbound, so having outbound/Westbound passengers wait a few mins until Eastbound trains clear shouldn't be a major problem....at least, I wouldn't think.

 

If RTA brass doesn't trust its train operators to run on a single-tracked extension of the Blue Line, I doubt they'd trust a train operator to cross over into opposing traffic on the busiest transit-riding day of the year. They only do this during  repairs/construction which is typically left to off-peak or overnight hours, and they place a sh!tload of flaggers trackside to keep train operators from instigating head-on collisions.

 

Actually, I was surprised to find they still had a pocket track at Puritas. Too bad they don't have one any more at West 117th. That could have helped riders at inner stations get on trains without having to ride out to Hopkins first.

 

Good point.  I also think that the signal tower damage also limited movement... I know years ago, they were running Waterfront Line Shuttles -- we were outbound (leaving a Browns' blowout earlier), and had to wait for an empty, 2-car train to turn just east of the Carneigie bridge, and head back west past us for another run.... I'm kind of surprised RTA didn't build a pocket track east of Tower City to allow for easy turnarounds for WFL trains, so they're stuck with the crossover tracks, switching into oncoming traffic.

 

HUH???  Where would this happened.  The WFL is an extention of the Red Line in actuality.  The Green/Blue lines never went past Tower City and I said long ago, the arrangement of the station limits train movement.  They should have kept the old Shaker Station and built an underground connection to the new station.

The WFL is an extention of the Red Line in actuality. 

 

 

"... the arrangement of the station limits train movement."

 

This much, I agree with.  A 4-track layout (Green-Blue outside 2 tracks, Red Line, outside 2-tracks), would not only allow Red and Blue/Green trains to platform simultaneously and not be stuck one behind the other, as the currently are with the same-track "bays" at opposite ends of the station(s), there would have been other benefits... cross-platform Blue/Green-to-Red transfers (and vice versa) -- rather than forcing riders, esp those with packages, suitcases, small children w/ strollers, etc., to endure 2 sets of electric entrance control barriers (nee: turnstiles), plus much longer platforms for all trains, allowing up to 5-or-6 car trains, if need be... The current arrangement is good for passenger ingress/egress in an out of the station but not for trains.

 

But anyway, that's $Billion makeover that's not going to happen... I do, however, fantasize the old Shaker Rapid station being, someday, used as a terminal/major hub station for a subway (via Huron) -surface, converted Health Line... something the Van Sweringen's envisioned and planned for 80 years ago...

 

... anyway, back to your locally based reality TV station...

When I have the raw numbers for ridership, I will share them.

 

"... the arrangement of the station limits train movement."

 

This much, I agree with.  A 4-track layout (Green-Blue outside 2 tracks, Red Line, outside 2-tracks), would not only allow Red and Blue/Green trains to platform simultaneously and not be stuck one behind the other, as the currently are with the same-track "bays" at opposite ends of the station(s), there would have been other benefits... cross-platform Blue/Green-to-Red transfers (and vice versa) -- rather than forcing riders, esp those with packages, suitcases, small children w/ strollers, etc., to endure 2 sets of electric entrance control barriers (nee: turnstiles), plus much longer platforms for all trains, allowing up to 5-or-6 car trains, if need be... The current arrangement is good for passenger ingress/egress in an out of the station but not for trains.

 

But anyway, that's $Billion makeover that's not going to happen... I do, however, fantasize the old Shaker Rapid station being, someday, used as a terminal/major hub station for a subway (via Huron) -surface, converted Health Line... something the Van Sweringen's envisioned and planned for 80 years ago...

 

... anyway, back to your locally based reality TV station...

 

This is interesting Clvlndr--I'm going to have to do some reading up on the Shaker Rapid Station when I have some time to do some Googling.

 

I've always wondered why a transfer connection corridor couldn't be somehow engineered in to allow for passengers to switch from Red to Blue/Green lines.  It is a pain, especially when riding with my kids.

^I don't think it's an engineering issue; there is already a corridor on the southern side of the platforms that connects the Red Line area directly to the Blue/Green Line areas without passing through the main lobby.  I think the issue is the incompatible payment systems on the two modes and the firm no transfer policy.

 

"... the arrangement of the station limits train movement."

 

This much, I agree with.  A 4-track layout (Green-Blue outside 2 tracks, Red Line, outside 2-tracks), would not only allow Red and Blue/Green trains to platform simultaneously and not be stuck one behind the other, as the currently are with the same-track "bays" at opposite ends of the station(s), there would have been other benefits... cross-platform Blue/Green-to-Red transfers (and vice versa) -- rather than forcing riders, esp those with packages, suitcases, small children w/ strollers, etc., to endure 2 sets of electric entrance control barriers (nee: turnstiles), plus much longer platforms for all trains, allowing up to 5-or-6 car trains, if need be... The current arrangement is good for passenger ingress/egress in an out of the station but not for trains.

 

But anyway, that's $Billion makeover that's not going to happen... I do, however, fantasize the old Shaker Rapid station being, someday, used as a terminal/major hub station for a subway (via Huron) -surface, converted Health Line... something the Van Sweringen's envisioned and planned for 80 years ago...

 

... anyway, back to your locally based reality TV station...

 

This is interesting Clvlndr--I'm going to have to do some reading up on the Shaker Rapid Station when I have some time to do some Googling.

 

I've always wondered why a transfer connection corridor couldn't be somehow engineered in to allow for passengers to switch from Red to Blue/Green lines.  It is a pain, especially when riding with my kids.

 

... and apparently the old Shaker tracks and platforms are still there, just sealed up by walls errected when Tower City opened in 1990.  You may notice non-revenue tracks branching off to the north the main ones at the east and west approaches to Tower City.

 

 

 

I think the issue is the incompatible payment systems on the two modes and the firm no transfer policy.  - StrapHanger

 

You're right.  However, this could be eliminated if the Blue/Green Line went to the Proof of Payment system that is currently allowing for longer, faster (off-peak boarding) trains on the Red Line.

 

 

 

^Agreed. I recall from a discussion in this thread a couple years ago that one barrier to expanding POP to the light rail is that the Shaker stations aren't wired up to accommodate ticket vending machines.  Definitely sounds solvable, but would cost some money.

^I never realized that was an issue, Strap (must have missed it)... It would definally cost some $$.  There are street lamp poles that light the parking lots along Van Aken... wonder if lines could be extended from those (hey, I'm no electrician)... Also wonder if extending POP could be the type of capital improvement that FTA could help subsidize?

Here are the numbers from a handout.  I'm not sure why this PDF or the board packets aren't easily accessible online.

 

 

But do you have weekday ridership numbers? I think that's what they were looking for.

Year     Ridership   Change

 

1976   115,292,977    

1977   121,621,862      5.5%  

1978   122,864,475      1.0%  

1979   125,890,860      2.5%

1980   129,691,743      3.0%

1981   120,865,879    -6.8%

1982   110,622,417    -8.5%

1983   89,083,949      -19.5%

1984   89,341,174      0.3%

1985   86,156,907      -3.6%

1986   80,688,287      -6.3%

1987   78,035,640      -3.3%

1988    75,206,868      -3.6%

1989   68,516,771      -8.9%  

1990   72,869,669      6.4%  

1991   67,906,688      -6.8%  

1992   64,320,599      -5.3%  

1993   60,085,236      -6.6%      

1994   60,289,244      0.3%

1995   58,266,246      -3.4%

1996   58,657,764      0.7%

1997   60,901,337      3.8%

1998   60,557,584      -0.6%

1999   59,303,747      -2.1%

2000   59,191,175      -0.2%

2001   57,752,620      -2.4%

2002   52,706,142      -8.7%

2003   53,515,066      1.5%

2004   55,498,840      3.7%

2005   57,097,400      2.9%

2006   57,246,000      0.3%

2007   57,322,600      0.1%

2008   57,977,574      1.1%

2009   49,870,000      -14.0%

2010   44,680,000      -10.4%

2011    46,200,000      3.40%

Do we have 2011 numbers? Also why did we see such sharp losses in 2009 and 2010? It looked as if ridership was turning around since 2003 but then tanked in 2009 and 2010. I think I remember seeing a ridership increase for 2011, so it will be interesting to see how that relates to the 2008 number before the collapse.

Also why did we see such sharp losses in 2009 and 2010?

Fares went up, gas prices went down.

^Also big service cuts around then, no?

 

The fact that system-wide ridership dropped by almost half from 1988 to 2010 is what makes this so unbelievable:

 

* Heavy Rail: Up 14 percent and 12 percent. Best February since 1988.

 

Though I suppose some (much?) of it is the result of re-routing buses to end at rapid stations rather than continuing all the way downtown, which is probably accelerating the total ridership decline.

Do we have 2011 numbers? Also why did we see such sharp losses in 2009 and 2010? It looked as if ridership was turning around since 2003 but then tanked in 2009 and 2010. I think I remember seeing a ridership increase for 2011, so it will be interesting to see how that relates to the 2008 number before the collapse.

 

Two-thirds of transit riding is to/from jobs. Recessions kill transit ridership and, since transit agencies often depend on city or county sales taxes for revenue, recessions kill their ability to continue service.

 

Same thing happened in the early 1980s. Major industrial employers closed their doors citywide. Some moved to the suburbs. Some moved down south. And some moved overseas. All are places RTA has difficulty reaching! And RTA raised its initial 35-cent fare, which was a discount from the Cleveland Transit System fare so ridership actually grew from 81.5 million in 1975 to 107.3 million in 1976! RTA started in 1975.

 

BTW, you want to talk about what economic hardship can do to transit riding....  In 1929, the Cleveland Railway (operated  streetcars and buses before municipal ownership and the creation of CTS in 1941) carried 357.4 million people. Two years later, in the depths of the Great Depression, ridership fell to 254.5 million -- a drop of more than 100 million! It bottomed out the following year at 249.9 million before rising to its all-time peak of 493.3 million in 1946.

Do we have 2011 numbers? Also why did we see such sharp losses in 2009 and 2010? It looked as if ridership was turning around since 2003 but then tanked in 2009 and 2010. I think I remember seeing a ridership increase for 2011, so it will be interesting to see how that relates to the 2008 number before the collapse.

 

Two-thirds of transit riding is to/from jobs. Recessions kill transit ridership and, since transit agencies often depend on city or county sales taxes for revenue, recessions kill their ability to continue service.

 

Same thing happened in the early 1980s. Major industrial employers closed their doors citywide. Some moved to the suburbs. Some moved down south. And some moved overseas. All are places RTA has difficulty reaching! And RTA raised its initial 35-cent fare, which was a discount from the Cleveland Transit System fare so ridership actually grew from 81.5 million in 1975 to 107.3 million in 1976! RTA started in 1975.

 

BTW, you want to talk about what economic hardship can do to transit riding....  In 1929, the Cleveland Railway (operated  streetcars and buses before municipal ownership and the creation of CTS in 1941) carried 357.4 million people. Two years later, in the depths of the Great Depression, ridership fell to 254.5 million -- a drop of more than 100 million! It bottomed out the following year at 249.9 million before rising to its all-time peak of 493.3 million in 1946.

 

Thanks! It would be nice to get back to those ridership numbers!

 

I found some information on 2011 ridership. It was over 46 million, so we did see an increase, but are still below the 2009 collapse. Exact ridership numbers for 2011 would be appreciated!

RTA ridership history in recent years, from our annual reports, (all figures in millions), with some of the reasons

 

1999 59.3

2000 59.16, down .2 percent, GM Calabrese started 2-28-2000

2001 58.2, down 1.7 percent, half of decrease came after 9-11 attack

2002 52.7, now the climb begins

2003 53.5, first year of increase

2004 55.5, second straight year of increase

2005 57.1, third straight year

2006 57.2, fourth straight year

2007 57.3, fifth straight year

2008 57.9, sixth straight year, a record

2009 49.9, housing bubble bursts, national depression begins. Job losses led to decrease in income tax revenue and service cuts.

2010 44.7, still depressed

2011 46.2, increase climb begins again

 

1975, RTA created

1976-1980, five straight years of increased ridership

2003-2008, six straight years of increase, a record

 

I heard an economist talk the other day. He said the local economy is improving, but at a rate that could take up 14 years to put us back where we were before the housing bubble burst.

RTA ridership history in recent years, from our annual reports, (all figures in millions), with some of the reasons

 

1999 59.3

2000 59.16, down .2 percent, GM Calabrese started 2-28-2000

2001 58.2, down 1.7 percent, half of decrease came after 9-11 attack

2002 52.7, now the climb begins

2003 53.5, first year of increase

2004 55.5, second straight year of increase

2005 57.1, third straight year

2006 57.2, fourth straight year

2007 57.3, fifth straight year

2008 57.9, sixth straight year, a record

2009 49.9, housing bubble bursts, national depression begins. Job losses led to decrease in income tax revenue and service cuts.

2010 44.7, still depressed

2011 46.2, increase climb begins again

 

1975, RTA created

1976-1980, five straight years of increased ridership

2003-2008, six straight years of increase, a record

 

 

Thanks!

A little update on the Brook Park Station. I was there Saturday, and I noticed that the interim

station building's interior was being redone. New pebble grained wall covering was being installed on the lower level, while the passenger area is receiving

new paint and carpet tile. It is looking much better! :wink2:

Thanks!

^the best upgrade is for RTA to execute the planned permanent station rebuild that it has highlighted on it's website; under "Major Projects".

^the best upgrade is for RTA to execute the planned permanent station rebuild that it has highlighted on it's website; under "Major Projects".

 

And, as indicated on that same page, "Construction is dependent upon funding." When the capital funds are there, and in the context of all other capital needs of the Authority, this project will proceed.

On this site it seems that people tend to think the Red Line is a much stronger, far superior route than the Blue/Green lines. Im not sure if this is true. When looking at Jan/Feb ridership for both lines you get...

 

Red Line - 1,002,300

Light Rail - 448,400

 

Thats 2.24 times more ridership. This sounds bad until you add this information in.

 

The Red Line is 19 miles long

 

There is only 12.45 miles of light rail(green/blue)

 

Thats 1.5 times more track.

 

Of that only 3.5 miles is unique to the green line

and only 3.12 miles is unique to the blue line

 

So thats 5.83 miles of shared track, which means that ridership is split in half for the majority of each route, which is why individual numbers look very small compared to the red line.

 

The Redline also has the airport as a major boost to ridership.

 

The Red line reaches more unique customers, and is stronger, but I wouldn't say its doing that much better than the light rail lines.

^ I have some generic ridership percentages for you. Of course, they may vary from month-to-month.

 

* Bus, 85 percent

 

* Heavy rail: 10 percent

 

* Light rail: 5 percent.

 

On this site it seems that people tend to think the Red Line is a much stronger, far superior route than the Blue/Green lines. Im not sure if this is true. When looking at Jan/Feb ridership for both lines you get...

 

Red Line - 1,002,300

Light Rail - 448,400

 

Thats 2.24 times more ridership. This sounds bad until you add this information in.

 

The Red Line is 19 miles long

 

There is only 12.45 miles of light rail(green/blue)

 

Thats 1.5 times more track.

 

Of that only 3.5 miles is unique to the green line

and only 3.12 miles is unique to the blue line

 

So thats 5.83 miles of shared track, which means that ridership is split in half for the majority of each route, which is why individual numbers look very small compared to the red line.

 

The Redline also has the airport as a major boost to ridership.

 

The Red line reaches more unique customers, and is stronger, but I wouldn't say its doing that much better than the light rail lines.

 

I'd always read there was 13.2 miles of light rail.  Plus there is the 2.2 miles of WFL, which I'm sure is of minor impact passenger-wise since the WFL only runs daytime on weekends.

The Red line reaches more unique customers, and is stronger, but I wouldn't say its doing that much better than the light rail lines.

 

All depends on the metrics one uses and the reason for comparing them.  You do a good job explaining why ridership might be so different, but bottom line is that the Red Line carries more than twice as many passengers.  Also, I think the their trends are widely divergent, with Red Line ridership holding up over the past couple decades, and Blue/Green Line ridership sagging badly, so the spread between them as only grown.  That's likely to continue with Red Line station construction and continued development near University Circle.

Airing right now -- Joe Calabreeze from RTA is on as well. If you can't listen, it will be available as a podcast as well.

After several years of tight budgets, service cuts and fare hikes, the Greater Cleveland Regional Transit Authority now has its healthiest budget in years. Ridership is up all over the country and Northeast Ohio is no exception. On the next Sound of Ideas, we'll talk leadership of RTA and Akron Metro about their budget plans and efforts to meet the increased demand and compliment new developments in the region. And are fare cuts possible? Join us Thursday at 9:00.

http://www.ideastream.org/soi/entry/46034

http://www.ideastream.org/

 

 

^True, but when Shaker Heights builds some TOD at Warrensville the blue line ridership should go up too.

^Problem is, Keith,(IIRC) that Shaker, in its Master Plan for Warrensville/Van Aken, concedes that its high taxes and limited growth-space limits the amount of office-building space it can incorporate into the plan.  But if you're talking about more high-density, multi-unit dwelling  (probably apartment) buildings, you are no doubt correct.

I'm just saying that whatever gets built there will do more good than harm to Blue Line ridership.