Archive for the ‘Local Transit Issues’ Category

Transit Talk Jan 6 – Your Civil Rights and Transit on 90.1 FM KKFI

Posted by Transit Action Network on January 5, 2015

What are your Civil Rights related to Transit and how do you protect them? What is Environmental Justice? How do you recognize when your Transit Civil Rights are violated and what can you do to remedy the situation?

Find out on RadioActive Magazine on Transit Talk as we discuss the major Civil Rights issues related to transit.

When: Tuesday, January 6 at 6 PM

Where: 90.1FM KKFI Kansas City Community Radio on Radio Active Magazine

Listen to Podcast Transit, Civil Rights & Environmental Justice

Host Janet Rogers of Transit Action Network speaks by phone with Marc Brenman, a retired senior policy advisor for Civil Rights in the office of the U. S. Secretary of Transportation about how Civil Rights and Environmental Justice relate to transit. Marc currently writes, teaches and consults on human rights issues.

The issues in Ferguson and New York City the last few months reminded us how important it is to understand our Civil Rights, including those related to transit and transportation. In 2012 TAN filed a Title VI Civil Rights claim against Johnson County Transit*. Marc Brenman provided guidance and taught us a lot about this law.

FTA guidelines:

FTA guidelines on Title VI of the Federal Civil Rights Act of 1964 and how it affects transit. Title_VI_of_the_Civil_RIghts_Act_of_1964

“No person in the United States shall, on the ground of race, color, or national origin, be excluded from participation in, be denied the benefits of, or be subjected to discrimination under any program or activity receiving Federal Financial assistance.” –42 U.S.C. Section 2000d

FTA guidelines on Environmental Justice from Presidential Executive Order 12898

FTA_EJ_Circular_7.14-12_FINAL

The guiding EJ principles followed by DOT and FTA are briefly summarized as follows:

Guiding Environmental Justice Principles

• To avoid, minimize, or mitigate disproportionately high and adverse human health and environmental effects, including social and economic effects, on minority populations and low-income populations.

• To ensure the full and fair participation by all potentially affected communities in the transportation decision-making process.

• To prevent the denial of, reduction in, or significant delay in the receipt of benefits by minority and low-income populations.

You should consider these goals of environmental justice throughout transportation planning and project development, and through all public outreach and participation efforts conducted by FTA, its grantees and sub grantees.

We will discuss numerous examples of transit civil rights violations, explain how the FTA works to remedy the situation, and what to do if you think there is a local violation.

Background:

*Title VI Claim Filed Against Johnson County Transit Transit Action Network filed this claim in 2012 due to our view of JCT’s inadequate public outreach to minority and low-income communities related to service cuts in January 2013. We included additional informational in the claim to make the FTA aware of numerous concerns we had, since severe service cuts were projected for 2014 or 2015 due to financial shortfalls. Luckily, those additional service cuts haven’t happened. Chuck Ferguson, who was Deputy Transportation Director for JCT, said the cuts weren’t needed since the transit agency made efficiency improvements. In addition, KCATA allocated significantly more federal formula funds to JCT than they previously received and Johnson County expects large cost savings by changing management from JCT to KCATA.

Please contact Transit Action Network at TransActionKC@gmail.com if you have questions about this issue.

Posted in Local Transit Issues, National Transit Issues, Regional Transit Issue | Tagged: JCT, KCATA, MARC | Leave a Comment »

2014: Transit in the Kansas City Region – What happened?

Posted by Transit Action Network on January 2, 2015

2014 was a busy transit year and it is fun to look back to see some of the main stories and think about the future. Links to some of our related posts are included. If you want to get actively involved in on-going transit issues, contact us at TransActionKC@gmail.com or attend our first meeting of 2015 at Noon on January 9th at the KC Central Library at 10^th and Baltimore.

1. The Downtown Streetcar

The Downtown Streetcar construction got underway in May and is about one-third complete at year end. Check out KCStreetcar.com for updates.

Tom Gerend, previously the Assistant Director of Transportation at MARC, was named the Executive Director for the Streetcar Authority.

Please support the businesses along the route. Lunch Mobs are being organized to help these businesses. Check out @kcstreetcar @tacticalurbankc

2. The Streetcar expansion

Kansas City’s August election for three streetcar expansion routes (Independence Avenue, Linwood and Main Street) would have added an additional 7.6 miles to the Downtown Streetcar for a total of 9.8 miles. The Prospect MAX recommendation was 9.1 miles long. Streetcar Steering Committee Releases Recommendations and Draft Report The proposal lost 60%-40%. Video – KC Streetcar Expansion Election Watch and Mayor’s Speech

Read the final Next Rail report if you aren’t familiar with the Main Street expansion to the Plaza. If the city comes up with a good funding plan, the expansion to the Plaza may be seen again in a couple of years. Next Rail final expansion recommendation

3. KCMO continues to withhold $2.5 million from KCATA

Although the Kansas City budgeted 95% of the revenue from the ½ cent Transportation Sales Tax to KCATA based on an ordinance TAN initiated in 2010 (it was updated in 2013), the city is withholding $2.5 million from KCATA and causing KCATA’s reserve account to deplete even faster, which is ironic since the city says it is concerned that the KCATA reserve account will deplete itself before 2022; currently estimated to run out in 2018. The city is over $5 million short in its payments to KCAT̄A this year caused by the combination of insufficient sales tax revenue and the additional amount being withheld. KCATA expects the city to short them $5.4 million in 2015.

TAN hopes KCMO pays its bills to the best of its ability by the end of this fiscal year, April 30, 2015. The city administrator is holding the money in case he decides to start out-sourcing part of the bus system to save money. More in 2015.

4. KCATA

KCATA is working on a comprehensive service analysis to re-design transit downtown. Attend Public Meetings – Redesigning Downtown KC Transit – July 17 and Downtown Service Improvement Concept

Map Of Downtown Concept

KCATA continued it re-organization A New Vision for KCATA and KCATA General Manager Mark E. Huffer Resigns KCATA is currently looking to fill a new CEO position.

The year ended with KCATA Board of Commissioners re-electing Robbie Makinen for another year as Chair since the reorganization for KCATA isn’t finished and Makinen is doing such a great job pushing the agenda forward. Congratulations! Robbie Makinen Elected KCATA Chair Again

5. TAN RADIO

Transit Action Network started a semi-regular “Transit Talk” show on 90.1 FM KKFI Kansas City Community Radio on the Radio Active Magazine show. This magazine show has numerous activist groups taking turns to inform the community on various issues. TAN Radio archive of previous shows Interviews covered conversion to CNG buses, a MAX line for Prospect Ave, the KC Streetcar/MAX election ballot, the MO Amendment 7 election, Special Transportation issues, our inability to pay for most rail projects (like rail to the airport), and a talk with Robbie Makinen about changes at KCATA.

KKFI operates a 100,000-watt transmitter, the most powerful allowed by FCC regulations.

The next show is Jan 6 at 6pm on 90.1 FM KKFI – Your Civil Rights Related To Transit – What are they and how to protect them!

6. Sense or Nonsense –New TAN series

Sense or Nonsense? Streetcars and Increased Property Values Sense or Nonsense? Does rail increase property values? MAKES SENSE

Sense or Nonsense? Streetcars and Development Only light rail systems generate development. NOT SO.

7. New TAXI style services in KCMO

The KCMO city council started the year by changing the taxi ordinance to allow Independent Transportation Network® (ITN), a non-profit charitable organization to operate a vehicle for hire to transport persons who are 65 years of age or older or visually impaired. Action Alert: KCMO – Please Allow A New Transit Service For The Elderly and Visually Impaired

Uber and Lyft, App driven ride-sharing services, arrived in KC. Uber received a license to operate, but Lfyt is having legal problems.

REGIONAL TRANSIT ISSUES

It is important to remember that we need better transit throughout the whole region.

A. Regional Transit Coordinating Council (RTCC)

The RTCC decided to tackle tough issues: RTCC Tackles Big Transit Issues – Funding and Paratransit

RTCC requested and received more money for transit projects from allocations of federal money (STP and CMAQ) than has ever been granted, including $10 million allocated for Jackson County purchasing the old Rock Island line and two additional railway spurs from Union Pacific.

There are two groups to advise RTCC: Transit Stakeholder Forum (TSF) and the Mobility Advisory Committee (MAC).

The TSF is totally open to the public, vague, and doesn’t have members or regular meetings.

We understand that allowing everyone to participate is a new concept at MARC and KCATA, but we think this one needs more work. The forum is very top down and is doesn’t meet regularly like MAC, which meets every other month.

Why wasn’t TSF asked for input on the RTCC 2015 workplan? It got to comment on the 2014 plan.
When transit projects were developed and prioritized by RTCC for STP and CMAQ funding, the TSF didn’t even get to look at them. (MAC got to prioritize $6 million in funding requests and actually function like an advisory committee-see below)
Why isn’t there time for riders to address their issues with the transit agencies?
When will TSF function more like a substantive advisory committee?

MAC, on the other hand, has had only had two meetings, but they are developing a very large membership with voting rights, and they have already recommended a multi-million dollar list of projects to RTCC for allocating 5310 federal funds for paratransit/senior capital and operating money. True, MAC is basically reconvened from the old Special Transportation/JARC Committee at MARC, so they are bringing in the same people as before and expanding.

Mobility Advisory Committee Meets Dec 10

RTCC is leading a regional branding effort that will be rolled out in 2015: RideKC.

B. Seamless Transit Advocacy

Transit Action Network believes the transit system should function in a seamless fashion so that it appears to be run by one agency. We are pleased that the seamless transit concept continues to gain steam. Besides our list of specific seamless transit suggestions Seamless Transit In the Kansas City Region, we advocate for the election of transit friendly public officials and encourage municipalities to return to KCATA for management or management/ operations, which provides the best opportunity for eliminating barriers between the transit systems (The barriers aren’t due to the jurisdictional BORDERS; the problems are caused by operational and infrastructure differences between the transit agencies)

Johnson County

JoCo was in the spotlight at the end of the year with a big county election and a decision to return transit management of The JO and Special Edition to KCATA after 30 years.

Online Transit Forum – Candidates for Johnson County Commission

Big Win for Seamless Transit – The JO Returns to KCATA

Wyandotte County and Independence

During the year TAN met with Mayor Weir of Independence, Mayor Holland of Unified Government of Wyandotte County and several UG commissioners. Although we advocated for a wide range of transit issues, including better seamless transit, our main thrust was to encourage both entities to bring the rest of their transit service under the management or management/operations of the re-organized KCATA, like Johnson County recently decided. We hear rumblings that this process might start.

Jackson County

Jackson County reached an agreement with Union Pacific for an “option to purchase” the Rock Island right of way plus two spurs for $59.9 million. Jackson County Option to Purchase press release. The agreement has been extended to Sept 2015. Although the County has received $10 million from a federal grant (see RTCC), the County still needs another $50 million for the purchase and that money isn’t easy to come by.

This corridor will make a great addition to the Katy Trail, but it showed extremely low ridership for commuter rail in the Jackson County Alternatives Analysis. Ridership between 500 and 1000 trips per day were projected and the line would not qualify for FTA New Starts money at this point. (The Prospect bus has over 6,000 trips daily and it isn’t even a MAX line.)

During 2014 TAN made presentations on financing alternatives for commuter rail and the purchase of the Rock Island property to Jackson County officials. Discussions are continuing.

Unified Government New Transit Route #105 and Bigger Buses to #101

Mayor Holland promised TAN to provide bigger buses to alleviate crowding once the #101 became the new CONNEX service. The improved service went into effect in January 2014. State Ave. CONNEX Gets Big Buses Jan 5

Erin, Carol, Carroll and Rachel conducting the Rosedale Transit Survey

The Rosedale Development Association and the KCK community, along with TAN, secured the new Rosedale Route #105. Event: Opening of 105-Rosedale Route June 30

C. Environmental Justice Analysis and Tiger Grant

TAN has been in discussions with MARC staff about changes to their Environmental Justice Analysis, which studies how federal transportation money is spent in the region relative to minorities and low-income populations.

The Brookings Institution found that only 18 percent of jobs in the KC region are reachable via transit in 90 minutes or less — ranking the Kansas City region 90th of the 100 largest metros. From a civil rights perspective, we may not be meeting the needs of minorities and low-income populations to get to work by transit. With such a low rate, we probably aren’t meeting the transit needs of the whole community. Meeting the needs of minorities and low-income populations should be included upfront in any assessment for transportation planning.

MARC received a $1.2 million TIGER planning grant to STUDY the situation. The goal of KC Workforce Connex is doubling transit access to jobs over the next 10 years. A major study area will be along the I-435 corridor between the new Cerner campus and I-35 in Johnson County, which includes the busiest commuter corridor in the region, yet doesn’t have any transit.

D. MO Sales Tax For Transportation Failed

Transit Action Network believes Missouri shouldn’t pass a constitutional amendment to radically change the way we pay for roads and bridges

We spent several months working against this ballot initiative of a 3/4-cent sales tax for transportation, so we were pleased when it failed in August.

Video, Podcasts, Cartoon – VOTE NO On MO Amendment 7

However, the funding issue for roads isn’t resolved. Raising the gas/diesel taxes is the easiest and cheapest method to administer and probably the smartest option, but Governor Nixon has asked for a study to investigate tolling on I-70. That starts 2015.

Happy New Year and join us in advocating for better transit in our region.

Posted in Local Transit Issues, Rail, Regional Transit Issue, Seamless Transit | Tagged: Independence, Johnson County, KCATA, MARC, Unified Government of Wyandotte County | Leave a Comment »

Congratulations! Robbie Makinen Elected KCATA Chair Again

Posted by Transit Action Network on December 18, 2014

At the end of the KCATA Board of Commissioners meeting yesterday, the Board elected Robbie Makinen as Chair for another year. It is really unprecedented to have so many consecutive terms but it shows the Board’s support for Makinen to finish leading the organization through its biggest changes ever.

The agency made huge progress re-organizing this year and already completed a deal to manage the Johnson County transit services again after a 30-year break. That deal was sealed yesterday at the beginning of the Board meeting.

The re-structuring of KCATA isn’t complete though. For instance, the agency is still in the process of hiring a new CEO and Makinen is actively engaged in getting the right person. We wonder if he will throw his hat into the ring.

Radio Interview: Transit Talk Nov 18 – Interview with Robbie Makinen on KKFI 90.1FM

A New Vision for KCATA

Posted in Events, Local Transit Issues, Regional Transit Issue | Tagged: KCATA | Leave a Comment »

Big Win for Seamless Transit – The JO Returns to KCATA

Posted by Transit Action Network on December 17, 2014

The Chair of KCATA Board of Commissioners, Robbie Makinen, and Ed Eilert, Chair of the Johnson County Commission, took part in a signing ceremony transferring management of Johnson County’s transit to the KCATA.

Johnson County Commissioner Ed Eilert and KCATA Chair Robbie Makinen

After 30 years KCATA will manage the transit operations for Johnson County Transit again, which includes both The JO and the Special Edition (Johnson County service for seniors and people with disabilities). The signing of the inter-local Cooperative Agreement took place at the beginning of the KCATA monthly board meeting today. KCATA will take full responsibility for management on February 1, 2015, so this is a transition period.

To make this historic change happen Makinen said the “ATA needed to establish confidence and credibility within this region and with the re-structure that is the message they wanted to send.” Makinen lead the effort to re-organize the KCATA with the purpose of REALLY being the area transportation authority and managing (or both managing and operating) all of the public transit in the region as intended when the two states signed the bi-state compact creating the agency.

Commissioner Steve Klika

Steve Klika, Johnson County Commissioner, the County’s appointee to the KCATA Board and a major player in getting this agreement accomplished in record speed of six months, talked about his commitment to this goal for a long time. He joked that his personal effort toward Johnson County Transit was to figure out how to “turn the lights out, close the doors and turn the keys over to a regional entity”, which happened today. Klika said, “We have to understand that this is a big deal. It is starting to lead a path to the regionalization of transit.” He also acknowledged that there are funding issues to deal with going forward.

When asked about the benefit to riders, Commissioner Eilert felt the benefits are going to be “the ability to offer additional connections for transit services across the metro area and a major benefit is the ability of ATA to coordinate those efforts”. He said that Johnson County ‘s struggle has been to create ridership and they hope that ATA’s abilities will lead to an increase in riders.

Signing ceremony at the KCATA Board of Commissioners Dec 17, 2014

Highlights of the agreement:

2-year term with an annual base cost of $475,000 with a 3% annual cost escalator
Johnson County retains all final decisions relating to service policy and budget
KCATA staff will coordinate through the County’s Transit Liaison on management and administrative activities

In addition, KCATA has agreed to implement priority placement for Johnson County Transit staff affected by this agreement through March. 2015.

The KCATA Board of Commissioners authorized staff to enter into the inter-local agreement with Johnson County to provide transit management and administrative services for $430,000 in 2015 and $489,250 in 2016.

This agreement is the first major action to utilize the functions of the recently re-organized KCATA. Earlier in the year KCATA created separate departments for the KCATA relating to transit service

KCATA Managed AND Operated bus service,
1. the METRO,
2. The METRO buses are driven by full and part-time KCATA employees; public transit bus drivers who belong to the Amalgamated Transit Union (ATU).
KCATA Managed but NOT Operated transit service
1. Manage existing Share-A-Fare service for seniors and people with disabilities, for the areas served by the METRO
  1. Operated by a private contractor
2. New function: Manage (not operate) transit service for Johnson County.
  1. The JO and the Special Edition buses will continue to be operated by a private operator.
  2. In Johnson County, the operator doesn’t own the buses or set the routes or the schedules. They provide part-time drivers to operate The JO and Special Edition buses. The JO currently runs 42 commuter buses during peak service hours, which is considered a small service. Riders will not see any difference in the operations to start.

KCATA management will replace management functions previously performed by Johnson County Transit (JCT), a department of Johnson County. The personnel changes will result in approximately $455,000 savings for Johnson County.

Additional savings are expected in the future since KCATA’s size provides greater purchasing power in capital acquisitions, such as buses, and operation costs, such as fuel. We also expect to see cost savings due to improvements to connections.

Users of the Johnson County services will still see familiar JCT faces at KCATA. Chuck Ferguson is now the KCATA Director of Planning. Shawn Strate is currently splitting his time between the two organizations, but he is now a Transit Planner at KCATA. There are several back office people from JCT that have moved to KCATA. Alice Amrein and Chris Lowe are staying at Johnson County. Amrein will be the liaison between the County and KCATA.

Riders shouldn’t expect immediate benefits or changes. There will be a transition period where KCATA learns all about The JO and Special Edition. KCATA has to evaluate the best way to integrate the services. Eliminating duplications or inefficiencies in service will take some time, but we hope the improvements are sooner rather than later and we will monitor the progress.

In the short-term we hope to see better communications such as more schedules posted at bus stops for the JO and hopefully the electronic information boards working properly at the Mission Transit Center.

Once the full extent of the cost savings is evident KCATA should recommend more service. The Johnson County commissioners have committed to using the cost savings to improve and expand transit and not to divert the money for other purposes.

There are independent activities led by the Regional Transit Coordinating Council (RTCC) that will have an impact in 2015. A regional fare study is already being conducted as well as a study to create a single eligibility procedure in the region to use special transportation.

Transit Action Network sees this agreement as a big leap forward toward the seamless transit system we want to function in the region and we want to thank everyone involved in making this agreement happen.

Posted in Events, Local Transit Issues, Regional Transit Issue | Tagged: JCT, Johnson County, KCATA | Leave a Comment »

Are Autonomous Vehicles in the LRTP?

Posted by Transit Action Network on December 10, 2014

This week Mark McDowell, Kansas City financial consultant and Transit Action Network advocate, published an article in Eno Institute for Transportation Policy: Time for Autonomous Vehicles to Disrupt Transportation Planning

McDowell’s paper considers the impact Autonomous Vehicles (AV) will have on the demand for infrastructure and the effects on suburban sprawl, urban parking needs, inter-city transportation, public transit and paratrasnit in the near future.

He makes the case that Autonomous Vehicles should be included in local transportation planning since these driverless vehicles will create a huge change to our transportation system in the current timeframe of the Long Range Transportation Plans (LRTP) prepared by Metropolitan Planning Organizations, like Mid-America Regional Council (MARC).

MARC is currently updating Transportation Outlook 2040, our LRTP. The plan deals with our regional transportation plans for the next 25 years. AV’s already exist and are being used in some places. Is MARC sticking with the status quo or including the affects of Autonomous Vehicles? If AV’s don’t get included in the LRTP then McDowell says “ we are designing infrastructure for yesterday instead of tomorrow.”

Transit Action Network doesn’t have a crystal ball to see the full impact of AV’s over the next 25 years, but 25 years ago very few people had a personal computer, and smartphones weren’t designed yet. It may be unwise to bury our heads in the sand and continue to make transportation and funding decisions for the next 25 years without considering the impact of disruptive technologies like Autonomous Vehicles.

Posted in Local Transit Issues, Regional Transit Issue | Tagged: MARC | 1 Comment »

Mobility Advisory Committee Meets Dec 10

Posted by Transit Action Network on December 9, 2014

The Mobility Advisory Committee (MAC) works to improve mobility for individuals with disabilities and seniors. It is a sub-committee of the Regional Transit Coordinating Council (RTCC).

Next meeting:

When: Wednesday, Dec 10, 2014 at 9:30 am
Where: KCATA, Breen Board Room, 1200 E. 18th Street, Kansas City, MO 64108

This meeting will evaluate and prioritize projects requesting funding (FTA Section 5310). The committee’s priorities will help the Regional Transit Coordinating Council form a funding recommendation.

The agenda, list of projects to be prioritized, and project summaries are available on the MAC website. Projects totally more than $6 million have been requested, so prioritizing them is very important for determining which projects are actually funded. The meeting is open to the public.

Posted in Events, Local Transit Issues | Leave a Comment »

Be Prepared: Snow Removal for Walkers and Rollers

Posted by Transit Action Network on December 5, 2014

Picture from the Easter Seals report

It is time again to start singing that old familiar refrain, “What about snow removal?” To get everyone tuned up and ready to go, here is a great resource from Easter Seals Project Action (ESPA). It is chock full of best practices from around the country and pertinent regulations to remind us of our responsibilities to those not driving. ES_Snow_Removal_Brief

The ability of to conduct your business and your life is as important to walkers and rollers as it is drivers.

“Including pedestrian facilities in snow and ice management policies reflects a community’s commitment to equal access, safety, economic vitality and quality of life.” Roger Millar, Vice President, Smart Growth America

Posted in Action, Local Transit Issues, Regional Transit Issue | Tagged: Independence, Johnson County, Kansas City, Unified Government of Wyandotte County | 1 Comment »

Online Transit Forum – Candidates for Johnson County Commission

Posted by Transit Action Network on October 21, 2014

Transit Action Network asked all of the candidates running for office on the Johnson County Commission to answer questions about transit to help voters understand their positions on this critical issue. We appreciate candidates talking the time to respond to our questionnaire and sharing their philosophy, vision and ideas on transit.

The whole document with all the responses can be downloaded at the end of the article. Be sure to send this article to residents of Johnson County so they can be informed about the candidates’ positions.

The answers per district are given in the order TAN received them. We do not endorse a particular candidate but believe voters should be well-informed as to candidates’ knowledge of the subject and their positions.

Michael Ashcraft, incumbent for Commissioner of District 5, is running unopposed and he declined to participate.

TRANSIT ACTION NETWORK ONLINE TRANSIT FORUM – October 2014

1. Broadening the Focus of The JO

Johnson County has very successfully increased jobs in the county, yet access to these jobs by public transit is extremely poor since The JO, a commuter service, only concentrates on taking people to jobs in downtown Kansas City. What is your commitment to increasing access to Johnson County jobs using The JO?

Ed Eilert

County Commissioner, Chair

Ed Eilert – I anticipate that the new agreement with ATA will increase the opportunity for route connectivity within the metro. This should provide a wider range of transit options.

Patricia Lightner

Patricia Lightner – The county needs to work to find the best solution to any transit issues including how to find ways to get people to their jobs without such a low ridership. I would work to explore all alternatives in solving this issue and making it feasible to the county budget.

County Commissioner, 1st District

Laura McConwell

Laura McConwell – We know as our demographics are changing and that transportation options become more important. We need to continue to find ways to make transit more reliable to for those living in Johnson County who need to get to work in Johnson County.

Ron Shaffer – Johnson County’s recent decision to allocate matching funds for a regional plan will help to double transit access over the next ten years. I am on the Board of Mid America Regional Council (MARC) which is overseeing and coordinating the plan to improve transit access to Johnson County Jobs. Also, as our cities become more walk-able and bike friendly, we are seeing a re-greening in the first tier suburban cities which comprise the northern portion of the First District.

Ron Shaffer

Not only do we need to provide transit for workers in our neighborhoods, but also for seniors, disadvantaged, disabled and those living in poverty. These vulnerable citizens need the community to gather together to provide access to transportation so they can succeed. A cost effective increase in transit access hubs at employment centers, and at central and coordinated locations will be the first step towards more transit friendly neighborhoods, which in turn makes Johnson County more attractive as a resource for more jobs, benefitting the entire region.

County Commissioner, 4th District

Curt Skoog

Curt Skoog – The JO will become successful in the communities eyes when it connects people to the places they want to go. In the past, that was to Downtown KC. Tomorrow it will be down the street and across the metro to their work, schools, doctors and restaurants. This was demonstrated during the development of the Vision Metcalf Plan, residents, property owners and business owners overwhelmingly supported including transit on Metcalf. Due to this plan, which was approved by the Overland Park City Council, staff was able to secure federal funding to build modern transit stops and other transit infrastructure on Metcalf. I will continue to be committed to the Vision Metcalf Plan including its transit recommendations.

Jason Osterhaus

Jason Osterhaus – Over the last 4 years we have implemented many options that have increased access to Johnson County jobs, from maximizing routes to get more people to business’, to the addition of the Mission transit center and many of the other additions that the TIGER grants made possible. I will continue with that commitment.

2. Implementing Johnson County Transit Plans

Young adults, Millennials, are leaving Johnson County to be car-free in Kansas City. Demographics are changing and poverty levels are rising in Johnson County. These trends create the need for a more extensive transit service. How soon do you plan to fully implement Johnson County Transit’s Strategic Plan and the START (Strategic Transit Action Recommendation Taskforce) recommendations to use public transit to improve access to jobs, shopping and entertainment, and create mobility improvements?

County Commissioner, Chair

Eilert – I do not see full implementation of the START recommendations in the near future. I have suggested that as development or re-development is planned along or near transit routes and if tax incentives are used to support those activities, that a portion of those incentives be used to support transit activities.

Lightner – I am not currently familiar with this program and would need to study to provide any comment.

County Commissioner, 1st District

McConwell – Johnson County Transit’s Strategic Plan has not been updated since 2011 and START’s recommendation seem to be stalled. It is vital that we update our Plan and create a long term plan for the growth and density that is coming as our county ages and poverty increases. Additionally, the younger members of our community are seeking transportation options. This will allow us to make prudent investments. We needed to be committed for the long term.

Shaffer – While Millennials may be leaving Johnson County to be car-free, we are also seeing the Gen-Y’ers who are now moving back to the suburbs to raise their families. Thusly, we are welcoming the re-greening of our first tier suburban cities by assisting our new neighbors in their demands for more walk-able cities, bike-able trails as well as public transportation. The County’s strategic plan calls for a reliable and predictable dedicated funding stream for transit issues. However we need to balance infrastructure, parks, sidewalks, and streets with the need for effective public transit. I support the County leader’s decision to help form the Regional Transit Coordinating Council that is working with all the regions transit agencies to improve coordination of services and passenger convenience. Striking a balance of budget cuts, revenue projections and recovering economy will allow us to prioritize our public transit investments as soon as practical.

County Commissioner, 4th District

Skoog – The Metcalf Corridor is the perfect location to start the transition of the JO from a commuter service to a connector service for the following reasons: 1. College and Metcalf is the center of the largest concentration of jobs in Johnson County. 2. The pending redevelopment of Metcalf South and other older retail centers will bring higher density of people and jobs to The Corridor. 3. It enables the connection of multiple other destinations including downtown Overland Park, 119^th and Metcalf, Mission and The Plaza. 4. The transit infrastructure exists.

Osterhaus – Johnson County continuously works on implementing the Strategic Plan and opportunities like our recent merger with the KCATA allow us many more opportunities to provide the aforementioned access to jobs shopping and entertainment.

3. Funding for The JO

3a. Transit Action Network applauds Johnson County’s decision to switch to KCATA to manage its transit. We believe this change will result in greater service efficiencies and more seamless transit for riders. The change will result in significant costs savings, too. Will you make sure that transit budget is maintained and the savings from this change are used to improve and expand The JO service and not diverted to other functions?

County Commissioner, Chair

Eilert – a. Savings from the anticipated ATA contract should be reinvested in transit services.

Lightner – As Chair, I would need to be responsible to use our taxpayer dollars effectively and efficiently. The savings will not automatically be applied to a failing and empty bus system just to keep it going. The whole bus system would need to be re-reviewed and alternatives considered to provide the best ridership for public transportation as areas and demand are needed.

County Commissioner, 1st District

McConwell – a. The savings should be kept with the transportation budget and allow Johnson County to continue to improve services.

Shaffer – a. I will work to keep the savings generated by the KCATA management contract, which I understand is projected to save Johnson County about $500,000 a year, to remain in the transit budget and not be transferred to supplement other budget categories. In any case, the County will need a year’s experience to document actual savings and until that number is confirmed, it will be difficult to project what monies will need to be considered to accomplish additional transit services.

County Commissioner, 4th District

Skoog – a. Today The JO has proven that people will ride public transportation (K10 Connector) if it is convenient and takes people to places they want to go. It runs nearly every 30 minutes all day long. I support using the savings to upgrade service on Metcalf to the K10 connector level. If this is successful in ridership and supporting economic development then I would look to expand the level of service to other Johnson County corridors.

Osterhaus – a. The Savings that we will see from the KCATA merger will stay with Johnson CountyTransit.

3b. Currently local transit funding in Johnson County comes out of a mill levy on property taxes. Would you consider a small county-wide transit tax or an increase in the mill levy to help improve the transit system? Please explain your reasoning.

County Commissioner, Chair

Eilert – b. No authority exists for a county wide transit tax. I do not anticipate a mill levy increase for transit as the county continues to evaluate expected revenue losses for the general fund which have been imposed by state legislative action.

Lightner – b. No Response

County Commissioner, 1st District

McConwell – b. We, as a community, need to have a long term transit plan so that we can determine where and how best to provide transportation system. Once we have created a plan, then we will be prepared to discuss the best way to implement the system which includes funding. I am not in favor of raising revenue if we don’t have a good plan in place.

Shaffer – b. There has been great relief, as a result of substantial changes at all levels of the County Government, that the County weathered the recession by doing as well as it did while holding the mill levy steady. Thusly, I would not be inclined to consider a county-wide transit tax or mill levy increase for improvements to the transit system until all options are explored, including savings from the KCATA merger. I do support Johnson County’s continued investment in Public Transit, and will work with the staff and the Commission to ensure that transit remains a key priority in all annual budget and revenue decisions.

County Commissioner, 4th District

Skoog – b. Until connector level transit service has proven it value to the community funding will continue to be a challenge. Once proven I believe that a county wide consensus can be built to fund expansion of the connector service.

Osterhaus – b. No I wouldn’t support a county wide transit tax. Over the last 4 years we have shown that we can make transit more efficient and save money in various ways. I fought to correct the KCATA federal funding formula that resulted in $900,000 to Johnson County and the KCATA merger which will also save the county hundreds of thousands of dollars. There are ways to make the Transit more efficient, which I would like to see before we raise taxes on people coming out of a recession.

4. Allowing Access to the Special Edition Bus

4a. Johnson County excludes people with disabilities who don’t live in Johnson County from using the Special Edition bus, yet people with disabilities who do live in Johnson County can get qualified to ride any of the other paratransit services in the region (Share-A-Fare, Dial-A-Ride or IndeAccess). Would you rewrite the eligibility rules for the Special Edition bus to make them consistent with the rest of the region and accept all individuals qualified under the Americans With Disabilities Act (ADA), thereby providing equal opportunity and access to jobs, shopping and entertainment in Johnson County for all people in the region with disabilities?

County Commissioner, Chair

Eilert – a. It is my understanding that the category of service provided by the JO does not fall under that requirement. The ability to expand would depend on financial capabilities.

Lightner – a. As Chair, my responsibility is to residents of Johnson County, I would need to study this issue more closely to determine if things should be changed.

County Commissioner, 1st District

McConwell– a. As the former co-chair of the Regional Transportation Coordinating Council, I can say that the Council (made up of the 6 largest transportation providers) is working to make our transportation system user friendly. RTCC is making great strides with mapping, fare systems and now with KCATA/JoCo’s agreement. Ease of travel for those with disabilities within the system is something that the groups are working toward as well.

Shaffer – a. As well as a MARC Board Member, I am on the United Community Service Board of Directors and am becoming increasingly aware of our neighbors who have disabilities and special needs. I believe in a regional approach by working together as a community across State and County Lines to provide the best service and cost effectiveness. The Regional Transit Coordinating Council is working to develop plans that will provide transportation for special needs citizens across the region. I support these efforts and look to streamline the eligibility requirements and processes to improve service to our most vulnerable citizens.

County Commissioner, 4th District

Skoog – a. Seniors and people with disabilities need access to transportation across the region to access jobs, shopping and medical services. A regional solution should be developed that reduces redundancy and manages cost.

Osterhaus – a. The Merger with the KCATA will offer us many opportunities in para-transit just like the integration of other forms of transit. Johnson County has partnerships with companies like 10/10 taxi that allow us to greatly expand our Para-transit services, and I would be open to expanding those to the rest of the Metro as well.

4b. The JO has service to smaller cities such as Gardner yet the Special Edition bus does not serve that community. Would you consider expanding the area covered by the Special Edition paratransit service to include all of Johnson County or at least the areas serviced by The JO? Please explain your position.

County Commissioner, Chair

Eilert – b. Savings from the ATA contract could be used to supplement that service. The JO should investigate private sector possibilities similar to the 10-10 Taxi operation, such as the HWY 56 Taxi service that operates in the Gardner-Edgerton area.

Lightner – b. Again the feasibility and cost factors would need to be studied and determine if there is some real need and some cost effectiveness there to support this system change.

County Commissioner, 1st District

McConwell – b. I am willing to have the conversation but we would need to include the cities, chambers, etc. before making a decision to expand services to the outer parts of the County. Our transportation system is extremely expensive to build and maintain…..which is why we need to have a LONG range plan for transit and how it is built out. It does not serve anyone or any population well to make unsustainable expansions of the system. I believe that we need to have a robust transportation system and it will take many years to create.

Shaffer – b. I will be interested in further exploring this issue. With a minimum number of riders, it might be more cost effective to provide service through a private contractor, flex-pass or voucher system. I will bring my years of dedication, service and leadership, of serving on Regional Boards and committees to the successful resolution of this issue as well as the other issues discussed above. As with all issues, I will work with staff and the Commission to make transit a key priority over the next four years.

County Commissioner, 4th District

Skoog – b. Seniors and people with disabilities need access to transportation across the region to access jobs, shopping and medical services. A regional solution should be developed that reduces redundancy and manages cost.

Osterhaus – b. I favor expansion in to any of the areas that are not currently served. Our partnership with 10/10 taxi and others allows us to provide service to many areas that aren’t covered by the Special Edition.

2014 TAN’s JoCo Online Transit Forum

Posted in Local Transit Issues | Tagged: Johnson County | Leave a Comment »

Transit Talk Oct 14 – A Dose of Reality – KKFI 90.1FM‏

Posted by Transit Action Network on October 13, 2014

Why does the Kansas City region fail to qualify for significant federal dollars for most large rail projects, including going to the airport? Why can’t Kansas City pay for most big rail projects by itself? What should we do to change the situation?

A Dose of Reality: Challenges in paying for rail transit in the Kansas City region.

When: Tuesday October 14, 2014 @ 6 PM

Where: Transit Talk on RadioActive Magazine on 90.1 FM KKFI Kansas City Community Radio

Listen to the podcast of the show

Janet Rogers, co-founder of Transit Action Network talks with Mark McDowell, a specialist in Finance, a long-term transit advocate who works closely with Transit Action Network, and founding member and past Chair of the Kansas City Regional Transit Alliance, and Dick Jarrold, Vice-President of Regional Planning and Development at KCATA and former Regional Engineer for the Federal Transit Administration during the design and construction of the initial St. Louis MetroLink project.

Background:

Kansas City encounters two major areas of difficulty in paying for rail projects (NOT including voters reluctance to pass elections for funding these projects)

A. Qualifying for Federal matching dollars.

Most cities use federal dollars to help pay for very expensive rail projects.

New Starts –This grant program is the major source of federal funding for rail transit projects. The federal match for rail has shrunken from a norm of 80% down to 50% or less due to lack of federal funding and competition from numerous cities building and expanding rail systems.

To qualify for funding, the program requires projects to receive at least an overall medium rating in the FTA evaluation process.
According to Shawn Dykes, transit consultant with Parsons Brinckeroff, the most important number in the project justification analysis for federal funding is cost-effectiveness or annual cost per rider. The FTA is not funding any projects that don’t rate at least medium in Cost Effectiveness. Currently that requires an annual cost/rider number of less than $10 per rider (or trip).

Since costs for building streetcars (about $50 million per mile) or light rail (about $60-$70 million per mile) are relatively consistent around the country, the difference in cost-effectiveness for projects is mainly related to the ridership numbers.

Population Density– ridership numbers are strongly related to the population density around a proposed rail project. Lack of density in the whole city is immaterial – the evaluation is only concerned about the population within 1 mile of the proposed track.

The Kansas City region has good population density in several transit corridors, such as: downtown corridor from River Market to the Plaza, along Independence Ave, 31^st Street/Linwood, Prospect Ave, and State Avenue in KCK.
There are no well-established high-density transit corridors in Eastern Jackson County or to the airport (No transit corridor has really even been developed to the airport). Therefore, studies show very poor ridership projections for these areas.
Calculating projected ridership numbers starts with the current bus ridership in the transit corridor. Neither Eastern Jackson County nor any path to the airport has significant bus ridership to create a good base for rail ridership projections. Getting large ridership numbers between the airport and downtown depends on large numbers of daily riders, like commuters, not the occasional bump from 5 to 10 large conventions.
Commuter rail from Eastern Jackson County into Kansas City or light rail to the airport do not qualify for the FTA medium rating for cost-effectiveness (cost/rider under $10) and therefore fail the first hurdle in receiving federal New Starts funding.

TIGER Grant– Kansas City has done very well receiving TIGER grants, another source of federal funding. However, they are limited to about $20 million dollars. This amount is great for small projects like the two-mile downtown streetcar, but it doesn’t have a significant impact on a billion dollar project like light rail to the airport.

B. Generating local revenue for rail projects

Rail projects are very expensive. Most cities can’t pay for large projects themselves and need a federal match. Small starter lines, like the Downtown Streetcar, are often paid for locally.

Kansas City has a very hard time getting any rail projects approved by voters. Even if the voters approve a rail project, Kansas City struggles to generate enough money to pay for the project.

Building a rail line is just like building a new house. You have to borrow the money and pay off a house mortgage or in the case of rail, pay off bonds.

You can only build a house that you can afford to pay off the monthly mortgage. If you only make $30,000 a year, you aren’t going to build a $400,000 house. You can’t afford the monthly/yearly payment.

Building rail has the same cash flow problem. The city borrows the money and issues bonds, then they have to be able to pay the yearly bond payments, usually though tax collections.

Revenue Capacity – Kansas City’s revenue generation is too low in many cases to meet the bond payments for large rail projects, even if the feds pay half the project cost. The streetcar expansion project required half the money from federal grants, yet the proposed Transportation Development District would not generate all of the money for the other half. If the proposal had passed, the city had to close the funding gap through other methods or shorten the routes.

What about paying for light rail to the airport? Kansas City definitely can’t pay for light rail to the airport at this point in time.

Light rail to the airport: 17 miles at the low-end of cost, $60 million per mile, is $1.020 billion – plus add the cost of upgrading or building a new bridge and yearly operating and maintenance costs. Depending on the terms of the bond issue the yearly bond payment may easily range from $70 million to $90 million.

A city-wide 3/8 percent sales tax, like the sum of the two ballot measures on the Nov 4 ballot, will only generate about $27 million annually. Kansas City can’t pay for light rail to the airport by itself and the route won’t qualify for New Starts federal funding at this point. The cost/rider number to the airport is way over $10 per person. (high cost/low ridership)

Using a TDD for local funding:

In a Transportation Development District, the people who benefit from the transit are the ones voting. The district is usually smaller than a city-wide vote so the tax rates will be significantly higher in order to generate enough money to pay for rail. This model was successful for the Downtown Streetcar.

A Step in the Right Direction:

In order to qualify for federal matching funds, we need to develop high-density, mixed use corridors with great bus service. In order to do so the City needs to highly incentivize projects in those corridors. Create great mixed use, higher density, transit corridors that attract people and business, then let them grow so that ridership will qualify for federal matching dollars and they will have the revenue density necessary to fund rail projects.

When there are large rail studies, petition initiatives or votes for rail projects, people need to ask about the FTA cost-effectiveness number and the overall rating for receiving federal New Starts funding. This is the first hurdle to getting significant federal matching funds. If the project won’t come close to even qualifying for New Starts funding, ask if we can we pay for it ourselves with sales and property taxes and then ask if we want to.

Our next RadioActive Magazine Transit Talk is November 18th at 6 pm on 90.1FM KKFI Kansas City Community Radio.

Posted in Events, Local Transit Issues, Rail, Regional Transit Issue | Tagged: Kansas City, MARC | 1 Comment »

Attend Transit Stakeholder Forum Sept 25

Posted by Transit Action Network on September 22, 2014

The next topic at the Transit Stakeholder Forum is: Updating the Smart Moves Regional Transit Vision.

Smart Moves is the regional transit vision for the Kansas City region.

Smart Moves was last updated in 2008 and needs refreshed to reflect all the recent transit changes. The process will consider the goals of the regional TIGER VI plan work, called KC

Workforce Connex.

Come learn about the plan and contribute to the Smart Moves Vision.

This forum provides public input for the Transit Coordinating Council which advises MARC, the Kansas City Area Transportation Authority and local transit partners and jurisdictions on issues, such as regional transit planning, coordination and implementation of priorities.

No membership is required for this forum and meetings are open to the public. Stakeholders include riders and all people interested in transit in the KC region

When: September 25. 2014 • 5–6:30 p.m.

Where: Sylvester Powell Community Center

6200 Martway

Mission, Kansas 66202

Posted in Events, Local Transit Issues, Regional Transit Issue | Leave a Comment »

KKFI Transit Talk Aug 19 Special Transportation in the KC Region

Posted by Transit Action Network on August 18, 2014

Jameson Auten, KCATA Vice President of Regional Service Delivery, Sheila Styron, Public Policy Specialist at The Whole Person, and Janet Rogers of Transit Action Network discuss Special Transportation issues in the Kansas City region, including upcoming coordination improvements between the four transit agencies and why, no matter how disabled you are, you can only use the Johnson County Special Edition bus if you live in Johnson County.

Where: Radio Active Magazine on KKFI 90.1FM Kansas City Community Radio (KKFI.org)

When: Tuesday August 19 @ 6PM

Listen to PODCAST: http://content.blubrry.com/kkfi901fm/RadioActive_Magazine_2014-08-19.mp3

Auten will discuss the special transportation services available through the transit agencies and Styron will discuss the reasons for ADA transit services as well as her personal experience as a user and why she prefers to use the regular bus service as much as possible.

The American With Disabilities Act (ADA) establishes paratransit (meaning “along side” transit) eligibility rules for people with disabilities. Systems falling under the ADA guidelines are considered ADA complementary services. The services are provided for eligible individuals within ¾ of a mile from a fixed route bus service. Commuter Express services are not required to provide special transportation service for people with disabilities.

Our four transit agencies provide special transportation for people with disabilities as well as seniors, even if they don’t have disabilities. Johnson County’s service is not an ADA complementary service.

The current services have various eligibility requirements, costs, hours of operations and contact numbers, and trying to use them can get quite complicated.

Earlier this year Auten made a presentation to the Regional Transit Coordinating Council (RTCC) about the fractured nature of the current services. Auten’s presentation: RTCC Paratransit Coordination

This council has adopted the task of improving and streamlining the paratransit services in our region. TAN covered RTCC’s commitment to improve regional paratransit services earlier this year.

RTCC Tackles Big Transit Issues – Funding and Paratransit

If a transit agency provides special transportation for Non-ADA clients, then they can set their own eligibility rules and costs for Non-ADA trips. All of the transit agencies provide Non-ADA services for seniors starting at either 60 or 65 years of age.

One of the biggest upcoming transit issues is how the aging baby boomers will impact the cost and availability of both ADA and Non-ADA services as this large segment of the population needs more transportation. Auten told us that Share-A-Fare currently has 600 people a month signing up as either renewals or new customers. Since approximately 10,000 Americans are turning 65 everyday, this sign-up number is not surprising, but it is daunting when you consider the future impact on special transportation services.

Who to contact: One of the goals of the RTCC is to have one call center to schedule all paratransit trips. Until that happens, KCTA will forward your call to the appropriate agency if you call them. Here are all the numbers and websites for the paratransit services provided by our transit agencies.

ADA and Non-ADA service

KCATA Share-A-Fare website 816-842-9070

Unified Government Transit Dial -A-Ride website 913-573-8351

Independence (IndeBus) IndeAccess website 816-461-IBUS (816-461-4287)

Non-ADA service ONLY

This service is ONLY available to people who live in Johnson County (includes seniors and people with disabilities).

Johnson County Special Edition website 913-782-2210

The next Transit Talk is scheduled for October 14.

Posted in Events, Local Transit Issues | Tagged: IndeBus, JCT, KCATA, UGT | Leave a Comment »

KCATA General Manager Mark E. Huffer Resigns

Posted by Transit Action Network on August 15, 2014

KCATA press release

(Kansas City, Mo. – Aug. 15, 2014) The Kansas City Area Transportation Authority announced today that Mark E. Huffer, general manager, will leave his post effective August 22, 2014.
Huffer has served as general manager since 2000 and has positioned the agency to begin the implementation of an organization-wide restructuring designed to emphasize its capabilities and technical expertise to plan and manage regional projects.
Huffer said that with the reorganization complete, the timing was right for him to pass the mantle to new leadership at the Authority.
“This is the right time for both me and the Authority,” said Huffer. “KCATA is well positioned for the future and I have no doubt that it will continue to thrive. It is rare for a transit CEO to stay at the same agency for 14 years. One of the highlights for me has been the genuine honor of working with the great employees at KCATA.”
Under Huffer’s leadership, KCATA has seen many innovations including MAX Bus Rapid Transit on Troost Ave. and Main Street, construction of a child care/transit center at 39th & Troost, real-time passenger information at over 150 stop locations, passage of an additional 3/8-cent sales tax to support KCATA operations, and conversion of the diesel fleet to compressed natural gas.
“Mark has been a driving force for better transit at KCATA and this region for 14 years,” said Robbie Makinen, chairman of the KCATA Board of Commissioners. “He is a quiet leader who doesn’t seek credit for himself, but has guided KCATA to many improvements and innovations over the years. He has been a great asset to KCATA and he will be missed. The entire Board of Commissioners thanks Mark for his service and wishes him success in his future endeavors.”
Sam Desue, the current Vice President of Operations/COO, will serve as interim general manager.
****
The Kansas City Area Transportation Authority is the largest of the four public transportation providers serving the Greater Kansas City metropolitan region. Created in 1965 through special state legislative action in both Missouri and Kansas, the KCATA today operates a fleet of more than 270 Metro buses providing more than 54,000 customer trips per weekday.

Transit Action Network enjoyed working alongside Mark Huffer to improve transit in this region. We always found Mark to be professional, helpful and informative. We wish him well in his future endeavors.

The KCATA Board of Commissioners will conduct a nationwide search for the new CEO position recently created under the agency’s re-organization plan. Huffer, along with Chairman Makinen and Vice Chairman Klika, have laid the groundwork for the Authority to take a stronger leadership role in the region.

Posted in Local Transit Issues | Tagged: KCATA | 1 Comment »

Hearing: KCMO Proposed Ordinance Links TIF With Free Bus Passes

Posted by Transit Action Network on August 12, 2014

This Wednesday the Kansas City Planning, Zoning and Economic Development Committee will hear testimony on a proposed ordinance sponsored by Councilman Russ Johnson.

ORDINANCE NO. 140518 Full Text KCMO_Legislation_140518

Amending Chapter 74, the Kansas City Redevelopment Ordinance, by adding a new Article VII, Public Mass Transportation Benefit Plan, for the purpose of requiring that certain public mass transportation benefits be provided to employees as a requirement of any economic development project utilizing tax increment financing, receiving tax abatements or financed with tax-exempt instruments.

When: Wednesday August 13 at 1:30 pm

Where: Planning, Zoning & Economic Development Committee

26^th floor, Council Chamber

City Hall, KCMO

The basic idea is large companies, with more than 100 full-time employees, that receive a tax incentive from the city would implement a Group Transit Plan through KCATA providing free bus passes to eligible employees for the length of the public incentive.

A Group Transit Plan is a relatively new concept in our region started by KCATA several years ago with UMKC. All students pay a small student fee per semester and their UMKC ID badge functions as a bus pass on KCATA buses. This program was recently extended to Rockhurst University. Kansas City used the same concept to work with KCATA and develop a bus pass for all employees as part of their City ID badge. Regular KCATA METRO bus passes cost $50 per month. KCMO is paying $30 per year per person for employees to have a bus pass this year. The cost may be adjusted next year as the city and KCATA evaluate the program. This new benefit for City employees went into effect in July.

This ordinance would require companies receiving a tax incentive to purchase a similar bus pass for their employees, IF KCATA works out a group plan for them at “Ordinary and Customary Charges.” The final draft of the ordinance will probably have a cap on the amount of money a company would have to pay for this employee benefit. Right now they are talking about a cap of 0.1% of the employer’s total gross payroll for the eligible employees.

This new ordinance would not affect any current tax-incentive plans. If the Kansas City Streetcar Authority has monthly passes in the future, they would come under this ordinance. Tax Incentives are programs like TIF, but the city has a lot of additional tax-incentive programs. Small companies are not affected by this ordinance.

As transit advocates we hear a lot of lip service given to public/private partnerships as a way to pay for transit, but rarely does this talk turn in to anything as tangible as improvements for service or riders. We don’t know how many companies or employees this ordinance will affect in the future, maybe not many. Maybe a lot. We don’t see this ordinance harming large corporations like CERNER, which would be one of the first companies to fall under this new ordinance as it finalizes its large tax incentives for developing the old Bannister Mall site into a new CERNER campus.

The potential benefit to employees (riders) is great and the cost is relatively small per person per year for the companies that would be subject to the ordinance.

Many large employers in Kansas City already provide either free or subsidized monthly bus passes to employees who use transit. Today a company can purchase a METRO $50 monthly pass for $45. Companies that provide these passes free to employees are paying $540 per year to provide an employee that transit benefit. Whatever a Group Transit Plan costs a company per employee, that company will receive a huge discount for a yearly pass. The difference with this plan is that everyone in the company, at that location, would receive a bus pass. This is a great way to encourage transit.

Considering the subsidies to parking that these tax-incentives usually provide, the Group Transit Plan is a small way to be more mode neutral.

Programs with potential to increase transit ridership by giving employees an incentive to use public transit in a cost-effective manner should be implemented.

Posted in Action, Events, Local Transit Issues | Tagged: Kansas City, KCATA | Leave a Comment »

Video – KC Streetcar Expansion Election Watch and Mayor’s Speech

Posted by Transit Action Network on August 6, 2014

Mayor Sly James addressed a crowd of streetcar supporters after the August 5th election to create a Transportation Development District failed. The district would have been used to fund the Streetcar Expansion Project. Although the plan did not get voter support, the mayor feels that the city will expand the streetcar system in the future. He feels once people see the Downtown Streetcar their ideas will change. Mayor James says “This issue is not over”. Watch his complete remarks here.

Final Vote – No 60%, Yes 40%

Posted in Local Transit Issues, Rail, Videos-Transit | Tagged: Kansas City | Leave a Comment »

Sense or Nonsense? Streetcars and Development

Posted by Transit Action Network on July 31, 2014

There is a lot of talk about the streetcar generating development. The following information attempts to shed light on this issue. Answers have been gleaned from the sources indicated below.

This article will be updated periodically as we become aware of additional information and the series will be available on the website under the tab “Special Topics” – Sense or Nonsense?

Construction along Cleveland’s Health Line

Only light rail systems generate development.

NOT SO.

As the photo of the Cleveland Bus Rapid Transit system makes clear, development can be encouraged by any form of mass transit, whether light rail, streetcar or bus-rapid-transit. More important than the transit mode, keys to development around transit are additional government incentives. These are most typically in the form of rezoning and traditional development subsidies, but can also include tangible improvements such as streetscaping, in the case of Cleveland, or Denver’s $1.4 billion redevelopment of their Union Station as a transit and commercial hub.

****

Sources:

Streetcars

1. System(s) studied: Streetcars in Tampa, Seattle and Portland

Summary of findings: Vacant and underdeveloped land just beyond walking distance to the city center offers the most potential for appreciation. However, much depends on local conditions. The increase in average property values along the Tampa streetcar, although large, were less than increases in the county as a whole. A large component of property appreciation is the effect of rezoning to higher use. In the case of Seattle and Portland increases in value were due to a major development project in each city which included development of a streetcar along with other infrastructure, and up-zoning of a large swath of under utilized land.

Institution: Center for Transit Oriented Development, Reconnecting America

Contact: http://www.ctod.org/

Title: “Value Capture and Tax-Increment Financing Options for Streetcar Construction”

Authors: Not given, Date: circa 2009

Cleveland’s BRT

Bus Rapid Transit (BRT) – Yes, MAX style buses can be used effectively for development.

(Listed in chronological order of publication.)

2. System(s) studied: 21 different systems including the Kansas City MAX (BRT), Cleveland HealthLine (BRT), Portland MAX (light rail), Portland Streetcar, Seattle South Lake Union Streetcar, and 16 more.

Summary of findings: Strongest predictor of success in achieving development around transit is government support – financial, regulatory and marketing. The second most important factor is the strength of the land market surrounding the transit corridor prior to the introduction of new transit service. Light rail, streetcars and Bus Rapid Transit can all stimulate major investment in a corridor. But, Bus Rapid Transit is far more cost-effective.

Institution: Institute for Transportation and Development Policy

Contact: (212) 629-8001, www.itdp.org

Title: More Development For Your Transit Dollar, an Analysis of 21 North American Transit Corridors

Authors: Walter Hook, Stephanie Lotshaw, and Annie Weinstock, Date: 2013

3. System(s) studied:. Cleveland HealthLine, Bus Rapid Transit

Summary of findings: The HealthLine has been a catalyst for development along the route. A key factor was designing the system with amenities more typical of light rail systems and upgrading the streetscape all along the route.

Institution: Urban Land Institute

Contact: Trisha Riggs, Vice President of Communications: 202-624-7086; e-mail: priggs@uli.org

Title: “HealthLine Drives Growth in Cleveland”, in “UrbanLand”

Authors: Jason Hellendrung, Date: July 13, 2012

Cleveland’s BRT – Amenities at Station

4. System(s) studied: BRT in Seoul, South Korea

Summary of findings: “Land price premiums of up to 10% were estimated for residences within 300 m of BRT stops and more than 25% for retail and other non-residential uses over a smaller impact zone of 150 m. The research findings underscore the importance of introducing zoning and other land regulatory changes prior to the initiation of BRT improvements….”

Institution: Elsevier

Contact: Tel.: +1 510 642 1695; fax: +1 520 642 1641

Title: ” Bus rapid transit impacts on land uses and land values in Seoul, Korea”, in “Transport Policy”

Authors: Robert Cervero, Chang Deok Kang, Date: 2011

5. System(s) studied: Boston, Silver Line BRT

Summary of findings: BRT generated an average price premium on the sale price of condominiums along the route of 7.6% – comparable to what is seen for light rail.

Institution: Federal Transit Administration / University of South Florida, National Bus Rapid Transit Institute

Contact: National Bus Rapid Transit Institute, http://www.nbrti.org

Title: “Land Use Impacts of Bus Rapid Transit: Phase II….”

Authors: Victoria A. Perk, Martin Catala, Steven Reader, Ph.D, Date: July 2012

6. System(s) studied: Pittsburg, BRT

Summary of findings: Values of single-family homes increase as the property gets closer to a BRT station.

Institution: Federal Transit Administration / University of South Florida, National Bus Rapid Transit Institute

Contact: National Bus Rapid Transit Institute, http://www.nbrti.org

Title: “Land Use Impacts of Bus Rapid Transit: Effects of BRT Station Proximity….”

Authors: Victoria A. Perk, Martin Catala, Date: December 2009

Contributor: Mark McDowell

Posted in Local Transit Issues, Rail, Regional Transit Issue | Tagged: Kansas City | Leave a Comment »

Sense or Nonsense? Streetcars and Increased Property Values

Posted by Transit Action Network on July 29, 2014

There is a lot of talk about the streetcar increasing property values. The following information attempts to shed light on this issue. Answers have been gleaned from the sources indicated below.

This article will be updated periodically as we become aware of additional information and the series will be available on the website under the tab “Special Topics” – Sense or Nonsense?

Does rail increase property values?

MAKES SENSE

Generally, streetcars and light rail increase property values for 1/4 to 1/2 mile around stops. The greatest beneficiaries are residential properties and properties that are rezoned to higher use (for example from “light industrial” to “multi-story office”). The extent of increase is dependent on many extraneous factors as well. Likewise, because rail is just one of the factors that affect property values, other areas of a city may see greater appreciation than those served by rail.The extent of increase is dependent on many extraneous factors as well. Likewise, because rail is just one of the factors that affect property values, other areas of a city may see greater appreciation than those served by rail. There is some evidence that the extent of value appreciation is tied to savings from reduction in transit time of the rail mode compared with alternative modes. Rail typically decreases property values along the right-of-way between stops, but to a small extent. Streetcars may have stops sufficiently close together so that every property is located near a stop.

****

Sources:

Streetcar Study:

1. System(s) studied: Streetcars in Tampa, Seattle and Portland

Summary of findings: Vacant and underdeveloped land just beyond walking distance to the city center offers the most potential for appreciation. However, much depends on local conditions. The increase in average property values along the Tampa streetcar, although large, was less than increases in the county as a whole. A large component of property appreciation is the effect of rezoning to higher use. In the case of Seattle and Portland increases in value were affected by major development projects in each city. In Portland this included large infrastructure investments including streets, sewers and utilities, along with a streetcar, and rezoning of an abandoned rail yard. In Seattle it was affected by the rezoning of six blocks of light industrial properties to multi-story office and the commitment of Amazon to build eleven office buildings on the site.

Institution: Center for Transit Oriented Development, Reconnecting America

Contact: http://www.ctod.org/

Title: “Value Capture and Tax-Increment Financing Options for Streetcar Construction”

Authors: Not given, Date: circa 2009

Light Rail Studies:

Listed in chronological order of publication -newest studies first

2. System(s) studied: Hudson – Bergen light rail (New Jersey)

Summary of findings: This was a longitudinal study looking at resale values over a seventeen-year period. Properties near stations had high property value appreciation. Properties along the line away from stations experienced lower than average appreciation.

Institution: Transportation Research Board

Contact: Transportation Research Board, 500 Fifth Street NW, Washington, DC 20001

Title: “The Impact of Hudson-Bergen Light Rail on Residential Property Values”

Authors: Kyeongsu Kim and Michael L. Lahr, Date: 2011

3. System(s) studied: River Line (rail using DMU’s in New Jersey)

Summary of findings: Line is highly successful with ridership near capacity. Nevertheless the impact on property values is neutral to slightly negative with residences in low-income census tracks near stations appreciating while more distant properties showing no or negative changes.

Institution: University of California

Contact: dgc@berkeley.edu

Title: “Evaluating the Economic Impacts of Light Rail by Measuring Home Appreciation: A First Look at New Jersey’s River Line”

Authors: Daniel G. Chapman, Nicholas K. Tulach, Kyeongsu Kim, Date: May 25, 2011

4. System(s) studied: Charlotte light rail

Summary of findings: Study looked at neighborhoods around light rail stops rather than just areas close to stops. Light rail resulted in neighborhood value increases for up to a mile from stops. There was no impact on commercial properties.

Institution: University of North Carolina-Charlotte

Contact: stephen.billings@uncc.edu

Title: “Estimating Value of a New Transit Option”

Authors: Stephen B. Billings, Date: March 15, 2011

5. System(s) studied: Minneapolis Hiawatha Line (light rail)

Summary of findings: Residential, both single and multi-family, near stations on the west side of the line saw significant increase in property values after the 2004 opening. The east side of the line is comprised largely of industrial properties, which saw no increase in value.

Institution: University Of Minnesota, Center for Transportation Studies

Contact: NA

Title: “The Hiawatha Line: Impacts on Land Use and Residential Housing Value”

Authors: Edward G. Goetz, Kate Ko, Aaron Hagar, Hoang Ton, Jeff Matson, Date: Feb. 2010

6. System(s) studied: Sacramento Light Rail

Summary of findings: No relationship between property values and proximity to a light rail station or line.

Institution: Bay Area Economics

Contact: Taiwo Jaiyeoba, (916) 557-4536, Alexander Quinn (530) 750-2195

Title: “Sacramento RT Economic Impacts of Light Rail”

Authors: Bay Area Economics, Date: September 8, 2005

7. System(s) studied: Portland Light Rail

Summary of findings: “….there have been some positive effects of rail on single-family property values.”

Institution: Center for Urban Studies, Portland State University

Contact: (503) 725-4020

Title: “Effects of Light Rail Transit in Portland, Implications for Transit Oriented Development Design Concepts”

Authors: Kenneth J Dueker (duekerk@pdx.edu), Martha J. Blanco (martha@upa.pdx.edu), Date: 1998

Multi-modal studies:

8. System(s) studied: Meta-study of earlier studies of 7 rail systems including BART (San Francisco, heavy rail), Metrorail (Miami-Dade County, heavy rail), PATCO (New Jersey, heavy rail), SEPTA (Philadelphia; commuter rail), MAX light rail (Portland), MARTA (Atlanta, heavy rail), Spadina Ave. line (Toronto, streetcar); plus one narrowly focused study of five systems in Northern California

Summary of findings: Rail systems increase property values. A residence will most likely increase in value if it is in a lower to middle income, stable neighborhood, and within 1/4 to 1/2 mile of a station but not adjacent to a station. The more extensive the rail system, the larger the increase in property values. The amount of increase in property values is closely tied to the time savings of rail versus other transportation alternatives.

Institution: Booze Allen Hamilton Inc.

Contact: Roderick B. Diaz

Title: Conference Proceedings Paper; American Public Transit Association Rapid Transit Conference

Authors: Roderick B. Diaz, Date: May 1999

Contributor: Mark McDowell

Posted in Local Transit Issues, Rail, Regional Transit Issue | Tagged: Streetcar | Leave a Comment »

Attend Public Meetings – Redesigning Downtown KC Transit – July 17

Posted by Transit Action Network on July 14, 2014

KCATA is working on a comprehensive long-term downtown transit plan and they want your input. Brief presentations will introduce the downtown service concept to simplify and enhance transit options for downtown transit customers.

KCATA is proposing new/improved transit centers at 3rd and Grand, Crown Center/Union Station, West Center Loop and East Village, as well as changes to 35 different routes.

Map of Downtown Concept

They want to create a more intuitive, faster, and integrated system including:

Transit emphasis corridors along Grand Blvd. (north and south) and 11th and 12th streets (east and west)
Dedicated bus lanes and improved transit stations
Two new transit hubs

Learn more, ask questions and tell them what do you think.

Attend: Public Community Meetings — Two meetings are being held

When: July 17, 2014

Meeting 1:

Time: 11:30am – 1pm

Where:Kansas City Central Library

Multipurpose Room, Vault Level

14 W. 10th Street, Kansas City, MO

Brief presentation at 11:45 a.m. and 12:45 p.m. followed by open house format. Parking garage at 10th & Baltimore

Meeting 2:

Time: 5 – 6:30pm

Where: Kansas City Design Center

1018 Baltimore, Kansas City, MO

Brief presentation at 5:15 p.m. followed by open house format. On-street parking available

Fro more information and suggested transit routes to the meetings: KCATA Downtown Service Improvement Concept

Print and post the invitation: invitation KC downtown transit

Posted in Events, Local Transit Issues | Tagged: Kansas City, KCATA | Leave a Comment »

Transit Talk July 8 Upcoming KC Streetcar/MAX Election KKFI 90.1FM

Posted by Transit Action Network on July 7, 2014

Transit Action Network interviews Councilman Russ Johnson and KCATA Director of System Development, Dick Jarrold, about the upcoming election on August 5. In-depth discussion of the ballot for the proposed expansion of the KC streetcar system and the Prospect Avenue Bus Rapid Transit (BRT)/ MAX. The discussion will focus on how the streetcar plan differs from light rail and the MAX, what is a Transportation Development District, what is actually on the ballot and why the ballot language differs so much from the streetcar recommendations adopted by the city.

When: Tuesday, July 8 at 6 pm

Where: KKFI 90.1 FM Community Radio

Podcast of show: Radio Active Magazine for July 8

The streetcar/MAX question is the last item on the August 5th ballot and although the ballot looks very long, several pages describe the boundaries of the Transportation Development District (TDD) (much easier to see in the picture) and several pages describe the types of taxes allowed and the maximum tax rates that can be applied, if the city gets enough money (TDD taxes and assessments plus Federal match plus additional sources) to build a “substantial” portion of the project.

TDD boundary and proposed routes

Ballot, Resolution,Transit Studies and Interactive Map

Aug 5, 2014 Ballot (from KC election board) in parts of Kansas City, Missouri 08.05.14_sample_ballot_ISSUES

Resolution passed by city council regarding streetcar expansion Resolution 140227

SW corner of TDD

Next Rail Final Expansion Report

Prospect MAX Final Planning Report June 2014

Link to Interactive map to identify properties (blue on the map) in the potential property assessment area (1/3 mile from potential tracks)

A summary of the KC streetcar/MAX election on August 5th:

No taxes will be collected as a result of the August 5^th election for the KC streetcar expansion plan. No tax rates are even authorized for future collection.

This election sets up a taxing district and potential tax rates. If the first vote passes, then a second election on November 4^th will set actual tax rates and authorize collection of taxes.

If passed, this election would:

Create the Kansas City Urban Rail Transportation Development District (TDD)
Create a list of potential taxing methods –Sales tax, property assessment, and surface parking lot assessment
Define the boundaries for the whole district for the potential sales tax
1. Maximum sales tax rate is 1 percent
Define the smaller boundary for the potential real property assessment (maximum of 1/3 mile from the tracks)
Define potential real property assessment rates and identify which groups would pay those rates
1. Residential – Maximum yearly property assessment for a $100,000 property is $133
2. Commercial – Maximum yearly property assessment for $1 million property is $1,540
3. Kansas City – Maximum yearly property assessment for $1 million property is $3,328
4. Non-profits, including churches and schools – Maximum yearly property assessment for $1 million property is $896 (property value of $300,000 or less pays $0)
Limit the transit projects that can be built in the district and describe their general location
1. Streetcars or light/rail and a new MAX line
2. Generally on Main Street, Independence Ave, and Linwood Blvd. for the streetcar and Prospect Ave and 12^th Street for the MAX
3. Length of the routes or the farthest eastern or southern stops are not identified or guaranteed
Create a new Board of Directors of the District
Restrict collection of the taxes until the new TDD Board decides sufficient funds are collected to build a “substantial amount of the project”.
1. Substantial is not defined
If both elections pass, then the Downtown Streetcar TDD will be abolished and absorbed into this new district.

Posted in Events, Local Transit Issues | Tagged: Kansas City | Leave a Comment »

Is MoDOT About to Sabotage Our Amtrak Service?

Posted by Transit Action Network on June 1, 2014

We have been hearing — direct from MoDOT staff — that getting a reliable funding stream for Missouri’s twice-daily Missouri River Runner passenger rail service is one of the advantages of having the proposed 3/4 percent sales tax for transportation.

Now we hear that the trains will not be part of the sales tax project list, and that we’ll continue to have to go to the General Assembly for annual appropriations out of general revenue.

Boarding at KC Union Station

So we posed the question to MoDOT via Twitter:

“@MoDOT – Serious question: How do you propose that @MoRiverRunner be funded? What about funding additional service? Response please. Thx.”

We have received their response:

“@MoRiverRunner definitely a valuable service for Missourians. MoDOT will continue to pursue general revenue funds for it.”

Translation: Passenger rail won’t be part of the sales tax package.

This makes no sense to us. If the voters pass this sales tax then Legislators will say: “Hey, MoDOT, we let you ask voters for a sales tax with the flexibility to fund transportation choices. Now you are back here again asking for money for Amtrak? Give us a break!”

Amtrak at KC Union Station

If this is true, it would run counter to MoDOT’s expressed desire to provide expanded transportation choices, in response to citizen input during the recent “On The Move” long range transportation plan process.

What gives, MoDOT?

The explanation we got just days ago from a mid-level MoDOT representative was that they were concerned that the sales tax funding might not extend beyond the ten-year span of this “temporary” sales tax. Well, if that’s the case, how do they justify doing anything? Nothing is certain about the future. Isn’t ten years of certainty for passenger rail a whole lot better than ten years of annual uncertainty?

MoDOT staff have worked for years with Amtrak and the Union Pacific (the host railroad) to speed up the trains and prepare for eventually expanding the service by adding a third and fourth daily round trip. Don’t undercut all that work by putting the Missouri River Runner trains back on a year-at-a-time, hand-to-mouth basis. If you do, MoDOT, your credibility will be seriously damaged.

Amtrak passengers loading at Jeff City to go to St. Louis.

Posted in Amtrak, Local Transit Issues, Rail, Regional Transit Issue | Tagged: MoDot | Leave a Comment »

Summertime Transit Tag for Youths – Tranz It

Posted by Transit Action Network on May 28, 2014

One of our favorite KCATA programs is Tranz It. This youth tag program only runs for three months a year, June, July and August, so a lot of people aren’t aware of it, especially in the suburbs.

Youths sign up for the program with KCATA and for $12 a month, 12- to 18-year-olds can get unlimited rides using Tranz It and take The Metro and MAX to work, school or anywhere The Metro goes. Considering that a regular KCATA monthly pass costs $50, this is a huge bargain. Youths 12- to 18-year-olds can always get half price tickets if they have a Youth Reduced Farecard, but for the summer, you can’t beat the convenience and cost of Tranz It and young people don’t have to carry cash to use the bus.

The summer tag program provides young people an opportunity for independence and freedom in the summer they may lack without a car. Of course there are all the KCATA fixed bus routes that cover much of the metro area, but the local MetroFlex routes are often unknown to young riders. During the school year the more limited MetroFlex service hours make it unavailable to most students. In the summer though, young people need to include these buses when considering a trip. These routes are for anyone, not just older riders or commuters. For instance, if you live in Lee’s Summit and would like a summer job at your local fast food chain but can’t figure out how to get there — look into Lee’s Summit Route 252 MetroFlex. If you live and work in the service area and want to use the bus during the service hours, it will pick you up at home, deliver you to work and return you at the end of your shift. Or you can go to the movies or the shopping districts with your friends. You have to call the previous day to schedule a trip on any MetroFlex, but Route 252 service runs weekdays from 7:30 am until 5 pm and covers much of Lee’s Summit.

http://www.kcata.org/maps_schedules/routes/252_lees_summit_metroflex

Many of the MetroFlex routes have good connections to regular fixed routes. Check out these MetroFlex routes: #296 Bannister/Hillcrest, #253 Raytwon, #237 Gladstone/Antioch, #296 and #298 South KC and #244 North KC MetroFlex.

KCATA’s MetroFlex guide: http://www.kcata.org/rider_guide/metroflex_on_demand

So get your TRANZ IT, plan your trip, call ahead if you are using a MetroFlex, and enjoy the fun summer activities or find a bus or MAX to that important summer job.

All youths should practice good safety habits when traveling and be sure to tell your family where you are going, who you are going with and when you will be home.

Enjoy the summer on the BUS!!!

For more information on Tranz It call 816-221-0610 or read KCATA’s bulletin: http://www.kcata.org/rider_bulletins/tranz_it_lets_youths_ride

Posted in Local Transit Issues, Regional Transit Issue | Tagged: KCATA | Leave a Comment »

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Archive for the ‘Local Transit Issues’ Category

REGIONAL TRANSIT ISSUES

A. Qualifying for Federal matching dollars.

B. Generating local revenue for rail projects

Only light rail systems generate development.

NOT SO.

Does rail increase property values?

MAKES SENSE