Since moving to Memphis I have heard much criticism concerning MATA and its service.  As it appears a window is opening that would allow for a significant overhaul of the system with the hiring of Nelson\Nygaard Consulting for a $350,000 short-range transit plan, we need to look at the facts and the myths of the existing system and suggestions for improved service.

“Downtown: center of the transit universe”

The dominant opinion is that travel between any two points in the city will require a transfer downtown.  While I agree that downtown is the obvious focus where transportation service is provided, it is hardly a necessary transfer point.  A quick reference to the MATA route map shows that there are numerous “crosstown” routes that serve to remove the necessity of a trip downtown.  This might not be entirely evident to the casual observer or even a seasoned patron.  MATA requires the rider to have a significant degree of knowledge/omniscience concerning the existing route map, schedule and appropriate transfer points.  Only occasionally have I seen transfer points either demarcated or announced by the driver of a bus.  Maps showing the routes at particular stops are even more rare, so MATA either believes that the rider has excess time on their hands for backtracking or possesses some innate sense to guide them to their destination.

Interestingly enough, MATA advises its riders that route maps and schedules can be obtained online or at any of the their transit centers which of course assumes you have access to the internet or can figure out how to reach one of their transit centers.  If I need a map, does it not stand to reason that I might have trouble reaching the transit center by bus?

Some of the issues mentioned above could be addressed fairly quickly without a huge investment in new technology or infrastructure.  First, provide a handful of full system maps to each bus so that riders may obtain a copy while boarding or disembarking.  While route specific maps show various transfer points between bus routes, current system maps simply show bus lines overlapping and passing each other with no indication for transfers.  With 31 distinct lines, an individual might wade through a mass of route specific maps to identify a path that best fits their needs.  Update the system maps to show particular stops that are most appropriate as transfer points between different bus lines.  Preprogram automated announcements concerning such stops or simply have the bus driver add it to their repertoire of service.  The stops designated as transfer points should include a bus shelter complete with its own system maps, service schedules and frequencies for the routes at that stop.  Never underestimate the ability for individuals to make their own decisions when given basic information.

“Transit Deserts”

Another oft repeated concept is the idea that MATA does not pass within walking distance of one’s home or destination.  Poorly located and marked park-n-ride lots and the unrealized potential they might encourage aside, this is true large areas of the city.  Where distance and transit ridership is concerned, a general rule of thumb is the 5-10 minute “ped shed” (which translates to a ? mile radius around each stop).  West of Hollywood, neighborhoods enjoy a relatively dense network of routes where stops are no more than a 10 minute walk from any location.  There are numerous areas east of Hollywood where route density decreases creating a half mile walk or more which significantly reduces potential ridership.

The solutions for this issue might prove more costly than simply reforming the way information is presented and provided.  One way to increase potential ridership is to institute and increase the number of feeder routes connecting neighborhoods to specific transfer points for a local area.  These would act as local short lines with stops spaced at 1/3 to ? mile intervals along both arterial and neighborhood streets.  Limiting these buses to local feeder service would increase their frequency and dependability.

Transfer points need not be the highly sophisticated and specialized transfer centers currently being pursued by MATA.  They could instead be a series of bus shelters to accommodate the additional patronage and perhaps a bus turnout or “bus bay” on busier roadways to allow for additional  transfer times.  Some corridors might benefit from complimentary local and express service.  Why would Poplar Avenue be served by one single local service bus route?  Schedule two routes along this busy thoroughfare during rush hour.  One would act as an “express” service with set stops at 2 mile intervals with the second route acting as a “local” service ferrying passengers to intermediate locations between primary stops.  Streamlining some of the existing cross city routes to run express between transfer points might free busses to operate along feeder lines, however, it is likely that more busses would be needed to support the suggested service.

“Are we there yet?”

The most efficiently planned routes, stops and transfer locations are useless if schedules do not align with the needs of patrons or frequency is low.  Bus route 34 connects Downtown to Baptist Hospital via Walnut Grove, one of the city’s primary residential corridors.  Why is it that the day’s last bus on this route leaves downtown at 5:07 pm?  I hope anyone who depends on this service clocks out promptly at 5, because otherwise they are looking at several transfers and the potential for a mile walk or more depending on their destination.  Route 30, the eastern most cross town route along Perkins/Waring/Covington Pike makes its last run beginning from both ends slightly before 5pm and slightly after 5pm respectively and are heading back to the barn by 6:20 pm.

By the time patrons form downtown reach that point and need to make a transfer, route 30 has stopped running for the evening.  Personally, the frequency for the bus route that best matches my commute (a direct line which requires 50 minutes to cover the same distance accomplished in 25 minutes by car) operates at 30 minute intervals but the last run is before 5 pm.  After 5 pm the frequency of these routes decrease to once every 50 to 60 minutes and requires anywhere from 70 to 90 minutes to complete via one or two transfers.  Hardly reliable and dependable.  It is simply too much to ask an individual to take the bus over their car if means doubling that person’s travel time, requires multiple transfers,  means accepting highly uncertain departure or arrival times and is unavailable after 5 pm.

Frequency, punctuality and operations schedules are everything to boosting ridership where congestion cannot be considered a factor in attracting users.  Route schedules should be set at 15 minute intervals (or even 10 minutes if we were to be ambitious) during daily rush hours with crosstown and feeder routes taking such frequencies into account for their own scheduling.

There are numerous areas where the existing system can be quickly improved for minimal expenditure but the larger moves are going to require an organization that can sell the community on making real commitment to a reliable and understandable system and its infrastructure.