ART OF TRANSIT: From our Instagram feed.
In this op-ed, Los Angeles Mayor Garcetti and Councilman Bonin — both members of the Metro Board of Directors — reiterate what both have been saying publicly in recent months. Excerpt:
On the local front, Metro and LAX have been working together. In October, we met with U.S. Transportation Secretary Anthony Foxx in Washington, D.C. He and other key transportation officials understand and agree that connecting LAX to our rail system must happen.
They are watching us. They are eager to help. And that’s the reason we can’t squander the opportunity to act now.
One of the myths that we both despise about Los Angeles is that we are beholden to traffic and that we can’t build big things. Or that we can’t do them right, symbolized by the Green Line veering south of the airport.
This project is a chance to shatter that myth, move Los Angeles into the future, and to build a transit system that connects our region to the rest of the world.
As the op-ed states, Metro is currently studying six options to connect LAX to the Crenshaw/LAX Line via either light rail, a people mover or a combination of the two. Garcetti and Bonin also say that one promising alternative involves building a rail spur from the Crenshaw/LAX Line to a new transportation facility where passengers could check into flights and transfer to the people mover.
The Airport Metro Connector project has some Measure R funding but will need more to build any of the more expensive options. In related news, the Metro Board last week approved a Memorandum of Understanding between Metro and Los Angeles World Airports for changes to the Crenshaw/LAX Line’s Aviation/Century project that could help improve connections to future airport facilities such as a consolidated rental car facility or a people mover:
And here is the project homepage on metro.net.
Whoa! A sea change in Metro’s TAP system (CityWatch LA)
I should have posted this in late November when it was first published. The article by Matthew Hetz is a follow-up to an earlier piece in which he was critical of the TAP system — in particular the taptogo website and difficulties he encountered both purchasing a new card and adding stored value to an existing one.
But things have started to change, Matthew writes. Excerpt:
After that article was published I was very surprised that the article remained in transit cyberspace terra firma, and was read by an expanding readership. I was even more surprised when David Sutton, Deputy Executive Officer, TAP, Metro, contacted me with a list of changes he implemented on the TAP system, and he invited me, and other transit writers and bloggers, for a meeting at Metro Headquarters to discuss TAP. This was a sea change in Metro’s relationship to its riders. However, until the meetings, I was very skeptical Metro would listen or accomplish any meaningful changes.
Since then I have attended three meetings with David Sutton, and other Metro executives and managers who have been gracious and understanding in the frustrations I and others face with the current TAP system. These frustrations are shared by Metro itself. The current management, from what I understand, did not implement the TAP system, but are left is the collateral damage. Their frustrations seem evident and true. They want a system which assists transit riders, and makes their jobs less stressful in dealing with the frustrations of transit riders.
Sutton and the managers in the meetings at Metro headquarters presented their prototypes for changes to the TAP vending machines and their ideas for a modern, functioning website. As is the case with governmental agencies, things move slowly. Metro must wait for the contract to expire before moving forward with a new website, and they must follow governmental rules and regulations in calling for bids, the submitting bids, the reviews, and then awarding the new contract. This is time consuming.
While pleased with some of the changes, Matthew says Metro is not yet completely out of the woods when it comes to TAP cards and taptogo.net. Fair enough. He also says he will be writing about some other issues he has with the system and how it could be more user-friendly. Also fair enough. Easier = Better = More Riders.
With fare restructuring on the horizon for Metro, this is an important — albeit wonky — read. The issue: the debate over whether Portland TriMet’s current fare system allows round-trips or not on a single fare.
Portland currently charges a fare of $2.50 that allows riders to use their bus and light rail system for two hours. Some people have been using that time to make round trips, but lately the agency has been saying the fare only allows transfers on a trip to a single destination. That means riders trying to make round-trips have to instead buy a $5 day pass.
The TriMet Board is about to consider a change in policy that would extend fares to cover transfers beyond two hours. It sounds like there’s resistance, given budget problems. Over at the Human Transit blog, Jarrett Walker says that extending the time would be a bad idea because it would benefit only some riders and deny the system the revenue it needs to restore good service for everyone.
My year without a car (Salon)
Wayne Scott made a New Year’s resolution coming into 2013: to retire his car and bike everywhere. And despite an ambivalence about biking, he has thus far held true to his resolution. Yes, it helps that he lives and works in Portland, one of the nation’s largest bike-friendly cities. But there’s also the little matter of conquering six months of often cold rain and a job that requires a fair amount of public speaking in dry clothes.
Categories: Transportation Headlines