New Orleans to Baton Rouge?

FEMA has said they will stop funding the relatively popular Swift bus service between Baton Rouge and New Orleans. Their mandate is not to provide continuing transportation service, so now Louisiana must figure out what to do on its own. It would be interesting to know if there had ever been any planning for such a transit route, although that might have depended more on how disposed the various Louisiana authorities were to inter-municipal transit before Katrina. Having a permanent regional transit connection seems like a very good idea, especially if New Orleans is not going to grow back to its original size or stature. Better now to foster any regrowth that does happen with some sustainable transit links.

Where can I go in three hours?

We have all used transit maps to figure out how we need to travel to get somewhere. What about a transit map that shows you all the places you can go in a specified amount of time? An interesting idea if you are contemplating where you can live based on your commute time, or if you want to take a weekend jaunt but don't want to spend more than, say a couple hours on the train.

Will rail transit decide the Virginia Senate race?

Maybe:

RICHMOND, Va., Oct. 26 (AP) — The independent candidate for the Senate from Virginia said Thursday that she was negotiating with her Democratic and Republican opponents about withdrawing from the race and backing one of them.

The independent, Gail Parker, running a lightly financed campaign and focused on a vast expansion of passenger rail systems in Virginia, registers 2 percent in statewide polls.

[...]

Ms. Parker said in a telephone interview with The Associated Press that her campaign had asked Mr. Allen’s campaign to commit to new financing for train systems.

Allen may work to get the funding for the system, but don't be surprised if it comes with the catch that "macacas" have to ride in the back.

The public wants it – can they deliver it?

A recent poll in the Triangle Area (Raleigh-Durham-Chapel Hill, NC) clearly indicates that the public wants a regional transit system, but the municipal leaders can't figure it out. Eighty percent of those surveyed said that the Triangle needs improved mass transit, but they were divided on what kind. The Triangle Transit Authority hasn't been able to materialize their commuter rail vision and has given up on seeking Federal money for the plan. Durham's Mayor is quoted as saying, "We shouldn't let the financing drive the vision. The important thing is to get buy-in from the general public about what kind of system they want, and then go out and try to find the dollars." Unfortunately, they tried that with the commuter rail scheme, and the money wasn't there. Besides, the poll indicates that the public isn't of one mind about what they want, and they probably wouldn't use what is most affordable (buses). I don't know what the ultimate solution is, but it is clear that people are getting increasingly fed up with sitting in traffic on I40.

WMATA picks new 'interim GM'; Metro TV documentary

The WMATA board has picked another interim general manager to replace the departing Dan Tangherlini. Jack Requa is currently the chief operating officer for bus.

Tangherlini did not seem to me to be a likely interim general manager, as he was so young and did not work for the agency when he was appointed (though he was an alternate on the board.) Sure enough, the board did not seem to truly start seeking a replacement while Tangherlini held the post, instead half-hoping that Tangherlini would take the top job permanently. Requa on the other hand is what I would expect for a true interim man--an experienced person who already works at the agency who can make sure the place doesn't burn down until a permanent GM is found.

TV documentary: PBS affiliate WETA tells us they will have a TV documentary about Metro to kick off a new series. It'll air Thursday, November 2 at 8:00pm.

Off-peak High

Metro-North’s reverse-commute, off-peak ridership exceeded New York City-bound for the first time in recent passenger counts. The percentages of regular and reverse commuters were close to 50% in the past couple years, so this recent announcement means that the balance has just tipped in favor of the reverse commuters. Still an interesting milestone, and one that might have some effect on future Metro North schedules.

Ride America's Best

The Los Angeles Metropolitan Transportation Authority was named the nation's best transit agency at the American Public Transit Association conference in San Diego last weekend. Not quite the hometown favorite, but close.

For Many, Transport Costs More than Housing

The Washington Post reports today that the large group of individuals choosing to live farther and farther from our nation's central cities is paying more for transportation than for housing. The explanation for this phenomenon is obvious: people move to distant suburbs like Virginia's Loudoun County to pay less money for more house, but the end consequence is that they must spend a larger percentage of their incomes on transportation, since nothing is in walking distance of their homes and they must commute long distances to reach their workplaces.

The fascinating report (in PDF) by the non-profit National Housing Conference details differences between spending on housing and transportation between individuals of different incomes and living in different parts of metropolitan areas. Perhaps most interestingly, it shows that households with incomes between $20,000 and $35,000 spend between 30-35% of their incomes on housing no matter where in the metropolitan area they're located, but that those households located in central cities spend 22% of their incomes on transportation while those located away from any employment center spend 37%.

The report urges lawmakers and planners to consider housing and transportation as two parts of one equation. In order to reduce commuting costs, neighborhoods should be constructed densely and close to mass transit lines in order to allow for the maximum number of trips to be made without automobiles.

These conclusions are easy to support, but harder to implement. Poor and middle class individuals are increasingly choosing to move to distant suburbs simply because quality housing in cities, especially in densely-packed areas, is too expensive. For much of the population, spending more time in the car seems like a fair tradeoff for a bigger house and a yard for the kid. But, as we all know, increasing suburbanization is a detriment to the environment, increases traffic, and forces reliance on the automobile. So government policy must provide cheaper housing within cities, or at least in suburban centers along transit lines, if the problem of transport expense is to be dealt with.

We as a country face a secondary problem: our population continues to expand, and we are not building mass transit to accommodate that growth. For example, the fact that the nation's heavily sprawled-out capital relies on two small and infrequently-run commuter rail services (MARC and Virginia Railway Express) and not a developed system such as New York's, Paris', or London's means that the center city is unable to expand as a job center and that commuters from much of the surrounding landscape are provided few public transport options.

If we're serious about committing the United States to a future in which there is reasonably-priced housing and cheap transportation, governments - local, state, and federal - must invest in affordable housing and mass transit.

WMATA 6000 Series Rail Cars Reviewed

While I reported earlier on the new 6000 series WMATA rail cars, it was only this past weekend that I was able to actually ride on one in the Metro, who started running them last week. Headed home along the Green Line, I stepping into Rail Car 6027 and immediately noticed the difference from earlier rail car versions.

What I noticed most as the train progressed is what I didn't hear: track noise. The 6000 series rail cars were whisper quiet. The noise I did hear came from other cars on the train, not the new one.

While that may not be true after 6037 has a few thousand miles on it, the change for now is quite remarkable.

As advertised, the new cars are much roomier around the entrances. The windscreens around the doors are reduced in number and size.

They only block one side of the opening and they do not have glass, opening the visual space at the doorway and hopefully reducing the door cloggers found on too many other rail cars.

Once inside, you'll notice that there are more, but less obtrusive handholds. Instead of a central bar with metal columns in the middle of the isle, there are now two bars running down the length of the car roof with side columns. This too should reduce isle cloggers and make egress easier.

There are also bars along the walls around the entrances, around the advertisements and around Metro maps. While I applaud this change I am concerned that the metal bars do not fully connect with the wall at one of their ends.

This could lead to purse and backpack straps slipping behind the rail, restraining a rider from exiting the train car quickly.

At least the floor light got a makeover. Now at each doorway are very bright LED lights, both brighter than earlier floor lights, and yet more efficient and longer lasting.

Their bright white light is trained on the rail car - station platform transom, hopefully making it easier to see and transverse for all. Or at least easier to spot fall footwear fashion.

Some seats do not have arm rests, a welcome change that should make different riders happy. Those gravitationally challenged may find the seats more accommodating of their girth.

I will welcome the chance to lie down when coming home late from my nocturnal wanderings and on this train, three people on one seat, the third sitting perpendicular to his two friends, all enjoying the ride.

Metro is sure enjoying the ride. Interim ex-General Manager Dan Tangherlini says the workers love the trains. The Washington Post's Dr. Gridlock is on the fence. He should be on the train. The new 6000 series rail cars rock - all aboard!

Amtrak assumes control of Acela maintenance

Amtrak is taking over control of the maintenance of its top line Acela trains from the Bombardier-Alstom consortium seven years earlier than expected. After some high-profile failures with the new service, most recently problems with the brakes that caused most of the trains to be taken out of service until the problems could be fixed, this seems like a strange move. Maybe they decided they needed to build up the in-house maintenance experience, or that they could potentially save money this way. Whatever the reasons for their decision, I hope the service does not get any worse.

WMATA Bus Stop Skipping Follow-Up

Two weeks ago, while waiting for the S4 bus with six other riders, a bus drove right past our stop. As is my usual reaction when this happens, I chased the bus down and confronted the driver.

Not getting a satisfactory response from him, a very curt, "You riding this bus or the next one?" said more as a challenge than a question, I took my complaint to the WMATA Customer Comment Form.

From there, I received an unsatisfactory form email with this vague promise of action

The information you have provided will help us to identify the driver so that we can take proper disciplinary action. The driver will be interviewed and re instructed to service each bus stop along the route. Safe and courteous service is the responsibility of every employee, and Metro will not tolerate conduct that falls short of that standard.

Still pissed off but resigned to the arrogance of WMATA, imagine my surprise when I received a call from William Porter, a supervisor at WMATA's Northern Bus Division.

He called not only to apologize for the bus driver's actions; he also told me that they identified the driver and are taking disciplinary actions. Mr. Porter could not say the degree of discipline, WMATA bus driver's union contract keeps such information confidential, but he assured me that the driver was getting a demerit of some sort.

Past the specifics of my incident, I am amazed that I received a call at all. This is not the first complaint I've made to WMATA, but it is the first call back I've had. I wonder why? Could it be my association with LFt3R? Or maybe my public castigations of Metro on Metroblogging DC?

Or, and this is my sincerest hope, WMATA's new-found customer complaint follow-up was the influence of Dan, "Our Man", Tangherlini, WMATA's Interim ex-General Manager, and it will survive his departure.

Pay faster. Faster I said!

This probably isn't news to you if you live in New York, especially if you ride the trains underneath Lexington Avenue. MTA in partnership with Citibank is testing a new payment method. Instead of swiping your MetroCard through a turnstile, you touch a small key fob to a target on the turnstile, marked with the green star you see above. The key fob is linked to your Citibank debit or credit card. You can prepay and get the 20% fare bonus, or you may pay for a single ride at a time, thus paying for a single subway ride with a years-long high-interest payment plan. Properly equipped turnstiles are located in every Lexington Avenue station from 138 St to Borough Hall, Brooklyn--30 stations total. This is reportedly a "trial" that will end this year.

Riders of the Washington Metro might greet this with a yawn, because Metro was a leader in implementing smart card technology with its SmarTrip farecard. New York has some nice innovations that we don't have, though: you can purchase your fare online in advance. Alternatively the pay-as-you-go method is linked straight to the credit card, so there's no need to ever stand in front of a fare vending machine.

But never fear, D.C. riders, as innovations come our way too. Metro has introduced SmarTrip only faregates at five stations. I saw them this weekend at Pentagon City. The slot where one would insert a paper farecard has been removed in these gates. The special express gates are clearly marked--the entire gate apparatus (except the orange wedge-shaped barriers) is now turquoise instead of the usual brown.

I have what's probably an unusual opinion, especially for a SmarTrip user: I dislike the new gates. First of all, they won't save much time. OMG, sometimes I get behind someone with a paper farecard! It takes them, like, two whole seconds to put it into the slot! Come on, Washingtonians, get a grip. Time isn't that big a deal.

If two seconds saved were the only effect of these gates, I wouldn't mind them. The reason I really dislike them is that they will add yet another point of confusion to people who do not use the system very often, which includes not only tourists but also people who live here in the region who just don't commute on Metro every day. Riding Metro is already very complicated for those who are unfamiliar with it. New riders face a crazy fare system with three fares during off-hours and I-don't-know-how-many fares during rush hours, forcing them to consult a table listing eighty-five stations with two fares each in order to find the once price they're looking for. The new rider needs to know that each rider needs a farecard (not true in many other systems, including New York) and that the piece of paper must be retained to exit the system. The rider has to insert the card, which pops out of a different slot--unless the gate is a wide, wheelchair gate, in which case the card pops back out from the same slot (which sometimes confuses even regular riders.) All this while navigating a dark station with signs that aren't as prominent as they could be. It can be quite intimidating and befuddling.

So now to this confusing scene we're going to add special gates marked "SmarTrip Only"--something that infrequent riders aren't even going to understand. "What's a SmarTrip?" New riders will occasionally fall into the SmarTrip Only gate, looking around for the little slot into which to insert their card. "Where is it? I must not be looking in the right place." Meanwhile the commuters looking to save their two seconds will line up behind the new rider, getting impatient. Usually a nice person will explain that with that paper card you have to use the other gate, but sometimes some bonehead will yell "get out of the way."

Inflicting more confusion on newbies doesn't seem worthwhile so that I can occasionally save two, five, or even (rarely) fifteen seconds.

Metro's Riders Advisory Council meets tomorrow (Wednesday) so you can come and sing the praises of the new gates.

S Bus Line Overcrowding to Lessen?

If you, like I, am a frequent rider on Washington DC's S bus line (S1, S2, S4), then you know how packed it is during its rush hours. Often, there is much shouting about moving past the back doors.

But did you know of the second rush hour? The late night rush hour when the office cleaners, restaurant workers, and night owls like me head home.

This rush hour starts late and peaks at 11pm, when it is standing room only on the S2 and S4 bus lines. Overcrowded and exhausted, the ride is a depressing end to a long day.

And it may be getting better soon. WMATA has announced that the S2 and S4, 16th Street Line, will get extra buses on the weekday evening schedule to reduce crowding. Instead of every 30-45 minutes, buses between 10 p.m. and 12:30 a.m. weeknights will run every seven to 15 minutes.

On a related note, Metro is hiring bus drivers. If you'd like to be working the 16th Street bus line (I would love that you did) Metro is offering $10 per hour during training and after graduation, bus operators are paid $14.95 per hour to start or about $30,000 per annum.

You need to be 21 years of age with a high school diploma or GED, and at least four years of driving experience with a relatively clean driving record. Just be sure not to lie on your job application.

Say It Ain't So, Dan, Say It Ain't So

In January, the WMATA Board pushed out Richard A White, the longest serving WMATA General Manager after repetitive service problems and continuous management missteps.

In a stroke of genius, they placed Dan Tangherlini, an alternate board member representing the District, as Interim General Manager for a year, and the shift at Metro was instant and amazing.

Out was the arrogant attitude, out were crap buses and trains, and out was an overall dislike of the riding public. Or to quote the Washington Post:

In his first five months at Metro, rank-and-file workers say, Tangherlini has boosted morale with visits to rail yards, bus depots and other work sites, something the previous general manager never did.

Board members said Tangherlini, who has made customer service his top priority, has brought them fresh ideas and initiatives, often suggested by customers and employees. These include Metro's recent decisions to allow passengers to use credit cards to pay when exiting parking lots and to improve lighting in the dim underground stations.

In short, a complete change came over Metro, mainly they realized riders are customers, and customers demand respect.

For the last nine months, those same customers have been pushing WMATA's Board to take the "interim" out of Tangherlini title. While the Board waffled - NoVA representatives wanted someone more pro-Dulles rail and were suspect of Dan's pro-DC background - the politics in DC changed.

Adrian Fenty won the Democratic primary for DC Mayor, which assures his ascension to Mayor on November 7th, and in his own stroke of genius, offered Dan Tangherlini the District's city administrator role. To the great sadness of all Metro riders, Dan accepted the offer. Or to quote the WMATA Board:

"My heart is broken," said board Chairwoman Gladys Mack, who represents the District.

Our heart is broken too, especially since loosing Dan was the fault of the Board's infighting, or more specifically Chris Zimmerman, who represents Virginia. As the Washington Post reports:

"I think we have to take the blame on this one," said Metro board Vice Chairman Charles Deegan, who represents Maryland. "We could have had Dan if our Virginia colleagues had been more cooperative."

If Tangherlini had been offered the Metro job before the Sept. 12 primary, "I would have accepted it without batting an eye," he said. "The problem is that maybe the politics kind of pushed that schedule out, and then I had this incredible opportunity. [..] It's a once in a lifetime opportunity to make a difference in this city I call my home town."

And that would be the only silver lining in the cloud now over WMATA - Dan's skills will not leave us, and as a District resident he's even still with me.