Cuts to Transit Service Are Coming as RTD Faces Budget Shortfall

Subject to ebbs and flows in sales tax revenue, RTD could fall short of budget projections by up to $40 million annually for years to come.

Photo: David Sachs
Photo: David Sachs

RTD could cut bus and rail service starting in January to deal with a looming budget shortfall. Starting in 2019, the agency could face shortfalls of $30 million to $40 million annually as revenue from sales tax, grants, and ridership come up short.

One long-term budget projection puts RTD in the hole to the tune of $590 million by 2030 before climbing out of it by 2035. [PDF]

Bruce Abel, assistant general manager of bus operations, told the RTD Board of Directors on August 8 that the cuts are about “living within means,” according to the minutes. In coming years, the agency may siphon money previously reserved for its “base system” — core service — to pay for projects promised under the 2004 FasTracks legislation.

The news puts a big damper on upcoming expansion projects, since RTD now finds itself in the position of scaling back service at the same time as it expands its rail network. RTD has promised to open three new rail lines and three rail extensions, mainly to serve the suburbs. But if other services are cut simultaneously, it’s not much of a net improvement for transit — it’s transferring resources away from current riders to provide service to new riders on the expansion routes.

RTD’s hands are tied to a certain extent. On its own, it has no good options for dealing with a budget shortfall. The agency can cut service, raise fares, or scale back spending on maintenance or expansion. You can debate which of those choices will hurt the least, but they all hurt.

If RTD board members wanted to, they could support a ballot measure to raise the 1 percent regional sales tax that funds RTD. State legislators could secure other revenue in the state budget to shore up the agency’s finances. The idea of raising more revenue for transit came up last session, but even a small allocation for transit wasn’t palatable to a decisive faction of rural legislators.

Here are some proposed service cuts slated for January, though the public will have chances to weigh in. Expect more down the road as RTD figures out how to make ends meet.

  • Discontinue the 89 bus between Central Park Station and the Anschutz Medical Campus. This route averages 115 boardings per day.
  • Reduce late-night service on the D, H, and W lines from Sunday through Thursday. The last trains would leave downtown Denver a little after midnight instead of a little after 1 a.m. These lines average 218 boardings per Sunday and 249 boardings Monday through Thursday.
  • Reduce frequency on the 45 bus between Peoria Station and Green Valley Ranch from 15 to 30 minutes during rush hour.
  • Reduce frequency on the 42 bus between 40th and Airport Station and Green Valley Ranch from 15 minutes to 30 minutes during rush hour
  • Reduce service on the brand new R-Line south of Florida station. The R-Line would only run south of Florida Station from 5 to 9 a.m. and 3 to 6 p.m. on the weekdays.
  • Reduce frequency on the W-Line from 15 minutes to 30 minutes between Jefferson County Government Center- Golden Station and Federal Center Station between 9 a.m. and 3 p.m, and between 6 and 9 p.m. on weekdays. Weekends would see trains come every 30 minutes all day. The change would affect 362 weekday passengers and 838 weekend passengers.

Needless to say, this is a step backwards if you want to create a robust transit system people can rely on to make all sorts of trips. But within Denver proper, the future is not necessarily grim, though service may get worse before it gets better.

The city says it wants to take control of its own destiny with a Denver-centric transit plan, which is currently in development. Implementing that plan will likely mean “buying up” service from RTD, much like Boulder does. So Denver can still control its own transit destiny to a large extent.

Now the question is whether Mayor Hancock and the City Council will come up with the funds to buy the transit service Denver needs.

An earlier version of this article referred to the state legislature, instead of the RTD Board of Directors, as having influence over a tax increase

  • TakeFive

    If state legislators wanted to, they could raise the 1 percent regional sales tax that funds RTD or secure other revenue in the state budget to shore up the agency’s finances.

    The State has nothing to do with RTD’s 1% sales tax. Only the voters of the RTD district have authority over that. The state has no authority on its own to raise new tax revenue for transit or anything else. Any new taxes must be approved by voters. What the state can do is to create an initiative for voter approval. BTW, I see that NYC’s transit tax is only three-eighths of one percent. Not sure why would prefer that?

  • TakeFive

    Now the question is whether Mayor Hancock and the City Council will come up with the funds to buy the transit service Denver needs.

    Presumably any funds for buy-ins will necessitate new tax revenue which must be approved by voters. There’s hardly enough discretionary funds available to prevent maintenance backlogs from building.

  • mckillio

    Denver could and should raise their sales tax to help fund transit but at a rate that is still lower than adjacent municipalities.

    • TakeFive

      Good choice. I believe the Mayor has gone on record as not wanting to use the property tax for transit – not that he couldn’t change his mind ofc. The tourism tax seems unlikely since it was re-upped to pay for the National Western project and additional tourism tax is in the works upon approval by a majority of hotel owners to help fund the CCC renovation.

      I think a fuel tax would make a lot of sense but I believe that is reserved for the state and CDOT. Whether the legal gymnastics needed to allow Denver to tax fuel could be accomplished, I dunno.

      • How about just the 7-County Metro area plus maybe Larimer County and any of the I-70 resort counties that want in? If we leave it up to Senate Republicans they won’t let any fuel tax increase move out of committee?

  • The Field Mice

    Any estimates as to how much these reductions are suppose to save?

  • Andy George

    I don’t know who the 115 genius that take the 89 bus between Central Park Station and the Anschutz Medical Campus every day are, they may have head injuries. They need to be told the A / R train gets there faster. That’s an easy half a million cut.

    To save tens of millions, how about reducing the number of fare check / “rent a cops” to one per every few trains from two or more for every train. Same for the two or three standing on platforms in broad daylight.

    Reduce the number of cars on the R from three to one or two. I have never seen enough people on that line to even fill one car. Why does this train run all the way to Lincoln? Stop the R at Bellevue, change trains to an E or F, one comes by every 7.5 minutes for the six people going that far south. + $700 K.

    Add a third or forth car to the W from the R during the AM & PM rush hours, it is standing room only, more room is more fares. + $400 K.

    Give a small discount for bulk and or cash fare / ticket purchases. RTD hands over almost 1/2 of a single $2.35 fare to Visa / MC / AMEX in credit card transaction fees. Millions.

    More advertising in on trains, busses, stations. Millions.

    Surge pricing for games, premium parking spots, drunk train, etc. Millions.

    Budget solved. Mike dropped.

  • “But if other services are cut simultaneously, it’s not much of a net
    improvement for transit — it’s transferring resources away from current
    riders to provide service to new riders on the expansion routes”.

    Do remember that potential riders on the “expansion routes” have paid for those routes since 2004 and have nothing to show for what we have paid other than broken promises.

    What happened to build it and they will come? How come almost nobody rides the West Line past the Cold Spring Park & Ride especially after the outer segment of the line was so expensive to construct? Why does hardly anyone ride the new I-225 line, which was built out of the originally-planned construction order and cost north metro residents their promised trains?

    Either you people along I-225 and west of Cold Spring ride your trains up to forecast expectations or RTD is going to shut them down in the hope that potential north metro riders will ride their trains even more than you do.

  • Double D

    The voters of Seattle just voted to increase more service during the day and in the middle of the night 7 days a week, it’s really great to catch a bus every half hour especially between midnight and 5 AM after the Link train’s stop running between 1 and 5 AM


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