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This is a good thing. In fact it's a great thing.The problem is that TriMet will fail to implement it. Because TriMet's track record demonstrates that it refuses to properly invest in bus stop amenities, but will overspend on MAX stop amenities. When a MAX line is built, there is total thought to the entire trip; when a bus line is planned, TriMet seems to think that it's role is to stick a bus on the street - and nothing more.TriMet needs to be consistent. If it wants to play the "we're the transit agency, not the street agency" card - fine, but that must be applied equally regardless of mode. That means it can run the MAX trains but it shouldn't be planning walkways. But if TriMet wants to concern itself with the total trip - that too is fine, provided it applies the logic regardless of mode. A bus rider is not less important than a MAX rider. They are equal. TriMet needs to treat them equally. When TriMet spends $1 million for the entire bus stop project regionwide, but spends several million dollars on a single MAX station retrofit - that's a problem. When TriMet is asking for FTA and ODOT grants for MAX stop improvements, it needs to ask the same for bus stop improvements.
What exact walkways has TriMet funded that were well outside its construction zone, and without any help from local governments?How many riders use a MAX station compared to an average bus stop? What is the average distance people have to walk to reach a MAX station vs. a bus stop?Also, I'm still waiting for responses here and here.
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