The nation’s transit industry carried 1.6 percent fewer riders in October 2019 than it did in the same month in 2018, according to the latest monthly data release from the Federal Transit Administration. Ridership fell for light rail, hybrid rail, and most kinds of buses, but grew for commuter rail and heavy rail. October had the same number of work days in 2018 and 2019, so the decline in ridership can’t be blamed on a difference in work days.
Ridership declined in 31 of the nation’s 50 largest urban areas. The numbers show an increase for Dallas-Ft. Worth, but that’s due to a change in the method of counting bus riders in Dallas, so in reality ridership probably declined in 32 of the nation’s 50 largest regions.
In terms of percent, the biggest drops were in New Orleans (-17.1%), Louisville (-12.6%), Phoenix (-11.8%), Boston (-10.3%), and Virginia Beach-Norfolk (-9.9%). In actual numbers, the biggest declines were in Boston (-3.6 million riders), Chicago (-2.8 million or -5.2%), Los Angeles (-2.3 million or -4.7%), Philadelphia (-1.4 million or -4.3%), and Atlanta (-1.0 million or -7.9%). Phoenix, San Francisco Oakland, Minneapolis-St. Paul, San Juan, and Cleveland all lost more than 200,000 riders.
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As usual, you can download my enhanced spreadsheet that provides annual totals in columns HP to IG; modal totals in rows 2163 through 2173; transit agency totals in rows 2180 through 3179; and totals for the 200 largest urban areas in rows 3190 through 3391. The spreadsheet is about 10 megabytes in size.
On the same day that it posted the October update, the Federal Transit Administration also posted the complete 2018 database, which consists of 30 spreadsheets with information on costs, fares, transit vehicles, employees, energy consumption, and more. Tomorrow’s policy brief will analyze the database in detail, while next week’s policy brief will look at energy and greenhouse gas emissions calculated from the database. The FTA also posted the latest annual time series, with operating costs, riders, and other data going back to 1991, capital costs back to 1992, and fares to 2002. The December 31 policy brief will analyze that in detail.
