TRIMET BUS DRIVERS

They are obstinate, unfriendly and generally disengaged. Tri-Met drivers intentionally jerk the bus forward or slam on the brakes when a passenger stands up to prepard for their stops. you can see them galnce in the mirror and smirk.

I've had my share of bad TriMet operators and a few I have had to complain about, but as a daily TriMet rider for many years Operators are generally at the bottom of my complaint pile.

If a driver looks up in their mirror after a hard stop it's probably because some idiot pulled out in front of the bus and they can't stop in time, so they're making sure nobody fell over. I know many Operators who intentionally will run the bus SLOWER if there are a lot of standees - for the safety of the riders (this is a TriMet problem not acquiring the proper buses for the load or running the appropriate number of buses.) I can't say I have had an Operator who intentionally jerked the bus (I've had a few rough drivers but that's more a training issue) and I know many bus drivers who run their bus like it's full of eggs and glass.

Sure, some drivers don't say "hi" and greet you with a huge smile. It'd be nice, because I know many TriMet drivers do make my day when I get on the bus, and even those who are having a lousy day - I try to thank them because they may have had an unreasonable passenger earlier, or problems with the bus, or dispatchers and supervisors that make their lives miserable. I know one Operator who demanded a clearly unruly passenger be removed from her bus by a Supervisor and the Supervisor came down on the Operator. How do you think you would respond if your Supervisor comes down on you and second-guesses you, but then doesn't bother to help you when you need it? I've seen many Operators literally stranded for hours when their buses break, and there's nothing they can do but wait for the tow rig..

.

Being a TriMet driver takes a lot of nerve. Are there a few bad apples? You bet, and there are bad apples at MY work too (No, I don't work for TriMet.) But the majority of TriMet drivers work under a lot of pressure from the public and their bosses, dealing with less than desirable tools and equipment, and they're just trying to get you where you need to go. Sometimes TriMet drivers are forced onto routes that they aren't familiar with in parts of town they've never been to, and I've helped a good number of fellow passengers get to where they need to go. I don't blame the driver, they probably had ONE familiarization run (if that) and lately all that involves is riding a revenue bus on the route before they start driving the run, instead of driving the route several times as practice beforehand.

TRAFFIC LAWS

I might suggest that YOU brush up and re-read your Oregon Driver's Manual, because you are so wrong, on so many places.

Here's a link for you:http://www.odot.state.or.us/forms/dmv/37.pdf

Let's see:

Peds always have the Right of Way in downtown Portland

No, they don't. In fact, if you had read the Oregon Driver's Manual, you'll see:

1. No where is "Downtown Portland" mentioned. Downtown Portland does not have its own set of traffic laws; the traffic laws in Oregon apply uniformly whether you're in downtown Portland, or on U.S. 95 north of McDermott.

2. Let's look at page 45 of the Oregon Driver's Manual. It says:

"The right of way law does not give anyone the right of way; it only says who must yield. Stop signs, yield signs, and traffic signals control traffic at busy intersections. They tell drivers who may go without stopping or who must stop and yield right of way to other drivers, bicyclists, or pedestrians."

Let's see what else the Oregon Driver's Manual has to say about drivers and pedestrians:

"Remember, if you are making a left or right turn, you must yield to oncoming traffic and pedestrians. Pedestrians facing a green light may cross the street in a marked or unmarked crosswalk, unless directed by other signs or a pedestrian signal." (page 25)

"These are special stop and go signals for pedestrians. When used, pedestrians must obey these signals rather than red-yellow-green traffic lights. Pedestrians facing a WALK or walking person signal (white) may legally start to cross the street. If a DON’T WALK or raised hand signal (orange) is flashing or showing, pedestrians may not start to cross the intersection. Pedestrians in the crosswalk when the DON’T WALK or raised hand signal begins flashing should continue crossing the street." (page 26)

"Crosswalk - noted by white lines that outline an area where pedestrians cross the roadway. Drive with caution and be ready to stop when a pedestrian is in the crosswalk. Remember that every corner is a crosswalk, whether it is marked or unmarked (see Pedestrians, Pages 77-78)." (page 30)

"Generally, pedestrians have the right of way at all intersections. There is a crosswalk at every intersection, even if it is not marked by painted lines." (page 77)

"You must stop and remain stopped for a pedestrian crossing at a crosswalk (marked or unmarked) when the pedestrian is:

In the lane in which your vehicle is traveling;
In a lane next to the lane in which your vehicle is traveling;
In the lane into which your vehicle is turning;
In a lane adjacent to the lane into which your vehicle is turning, if you
are making a turn at an intersection that does not have a traffic signal;
Less than six feet from the lane into which your vehicle is turning, if
you are making a turn at an intersection that has a traffic signal; or
In a school crosswalk where there is a traffic patrol member and the
traffic patrol member signals you to stop.

You are not required to stop for a pedestrian in a crosswalk if you are
traveling along the half of the roadway on the other side of a safety island from the pedestrian." (pages 77-78)

"Although drivers must yield to pedestrians in crosswalks, pedestrians
must not suddenly leave a curb or other safe waiting place and walk
into the path of a vehicle if it is so close that it is an immediate hazard.
Vehicles cannot stop instantly." (page 79)

2. The speed lkimit in downtown is 25 mph for that very reason.

Wrong again. In a business district (of which all of downtown Portland is considered) the speed limit is 20. Not 25, 20. 25 is the speed limit in residential neighborhoods, parks, and ocean beaches. (See page 34.)

3. I would be held responsible by virtue of my failure to maintain control of the vehicle, failing to observe basic rule - Right of Way.

I can't believe you don't even know what the Basic Rule is. The Basic Rule has NOTHING to do with right-of-way.

Page 33 of the Driver's Manual states: "The basic rule states you must drive as a speed that is reasonable and cautious for existing conditions." This is codified in ORS 811.100, 811.105, 811.106 and 811.108. The Basic Rule covers speed, not right-of-way. However, if you are driving in an area with a large number of pedestrians, you could be held in violation of the Basic Rule if you are driving at a speed that puts those pedestrians at risk, even if you are not exceeding the posted speed limit.

4. It is always the rule that MV's must yield to Peds, except on a freeway perhaps.

Wrong again. See pages 77 and 78 of your friendly Oregon Driver's Manual that states where you must yield to a pedestrian. And page 79 clearly states that a pedestrian must not suddenly leave a curb or safe waiting place into the path of a vehicle and create a hazard. That's codified in ORS 811.025 and 811.028.

That rule hasn't changed in the 30 years since I first took the DMV's knowledge test.

Well, it looks like in the 30 years since you last took the DMV test, you either forgot some things, or are simply ignorant. I suggest you visit your local friendly DMV office and re-take the test, or visit the DMV's website athttp://www.oregon.gov/ODOT/DMV/driverid/testknow.shtml#Practice_Tests and take one of the several on-line practice tests available to you.

APRIL 18

Actually, that's not a bad idea, and in fact TriMet (along with SMART and Cherriots) could go a step further:

1. Create a Portland-Salem express bus, likely by using RAZ Transportation or another company that has intercity (Greyhound like) buses. This new bus route would take the place of the current 1X and 2X Smart/Cherriots buses AND TriMet's 96, and provide service from Salem to Wilsonville, as well as Tualatin (the Park & Ride, not the WES station) and Barbur Boulevard TC and the Portland Transit Mall.) In addition, Woodburn would also participate and get a stop.

(This route would be contracted out for several reasons: 1. It crosses through three different transit agency jurisdictions. 2. WES is contracted out. 3. None of the agencies have a suitable vehicle for the route.)

2. TriMet would then institute a 76E route during rush hours from Tualatin to Beaverton. The 76E would only stop at Beaverton TC, Nimbus, Washington Square, Tigard TC, Tualatin P&R, Tualatin City Hall and Meridian Park Hospital. (This bus would essentially replace the 96, along with a new local Tualatin route that would provide local, all-day service from the Tualatin P&R along Boones Ferry Road, and another route that would provide west-east service between Tualatin and Sherwood.)

APRIL 15

The Capital District Transportation Authority (CDTA) of Albany, NY, is selling 11 Orion VI 40' buses manufactured in 1997.

At TriMet, the 1400, 1600, 1700, 1800, and 1900 series buses are all OLDER than this fleet of buses and are still in service at TriMet. Meanwhile, the CDTA's annual report (http://www.cdta.org/documents/CDTAannualreport2008_2009_002.pdf) states:

One of the most significant factors for 2010 comes as a result of the stimulus money allocated to CDTA. These stimulus funds will allow CDTA to advance our bus procurement program for the next two years without taking on debt. Prior to the availability of the stimulus funds, CDTA intended to enter into a ten year lease program in order to procure new buses.

TriMet has cancelled all bus purchases; however a resolution by one of Oregon's congressional leaders will provide federal funding for about 45 new buses.

Funding shortfalls have put us in a position where we have needed to use a portion of our federal allocation on maintenance rather than on capital projects. Unfortunately, the result of this decision is the erosion of existing capital funding and a long-term reduction in our ability to keep up with future capital needs.

TriMet is cutting back on maintenance, in order to continue capital projects.

Funding shortfalls prevent us from executing service expansion plans. Should funding turn more favorable, we have several planned service expansions ready to make available to the public. They include Schenectady route restructuring, Northway Express service expansion, and Bus Rapid Transit service.

TriMet is still going full-bore with service expansion; as it admits it cannot even fund its current service levels, has already enacted two rounds of bus service cuts and has a third round planned, and is even talking of more cuts next year.

Consistent with the fleet replacement plan during 2009, CDTA introduced 23 new vehicles into the fleet. All 23 are hybrid electric vehicles. This is roughly 1/12 of our fleet (including subfleets). These vehicles were funded primarily with federal funding allocations. Some of these funds were specifically obtained to offset the additional costs of hybrid electric vehicles. CDTA intends to continue to purchase hybrid electric vehicles as long as funding for hybrids is available.

Not only does TriMet refuse to buy new buses; but in the few times it has purchased new buses it has refused to acquire hybrid-electric buses - even if the federal government pays for the hybrid differential in full (as Seattle has taken advantage of).

The increase in ridership experienced in 2009 and 2008 is expected to continue.

The CDTA is a bus-only agency, and saw ridership increases - despite being in a part of New York that has been hard hit by the recession.

In 2009, fixed route ridership was up 11% and STAR ridership was up 13%. Demand for our suburban commuter service, Northway Express, increased 22%.

Yet WES, the very expensive rail system, only managed an 8% increase (which translated to about 100 new riders).

To encourage homeownership in transit supportive areas and promote transit use, CDTA offers free bus passes (for a maximum of 24 months) to new homeowners through the Homeownership Incentive Program.

Holy Smokes!!!!!! I remember getting three all-day passes from TriMet back when I first moved to Beaverton, and again when Westside MAX opened, but that was it. And that was over 10 years ago.

CDTA purchases new buses each year as part of a fleet purchasing program designed to make the most efficient use of funding sources and maintain a safe, reliable fleet. Each year, CDTA replaces one-twelfth of its fleet. In the past year, CDTA purchased 6 new hybrid diesel-electric vehicles, 7 STAR paratransit vehicles and 4 new suburban shuttles. Twenty new hybrid buses will arrive in Spring 2009, making the fleet 20% hybrid.

Remember when Fred promised new buses every year, and then quickly broke the promise? CDTA sticks to a 12 year replacement age (which is the minimum age that a federally funded bus must be in service).

FREDS LEAVING

Posted by SP Red Electric

March 17, 2010, 8:00PM

Passadore gave Hansen "an A-plus."

An A-Plus? Really? Let's see:

1. Total dismantling of "Frequent Service" bus service, with all major bus routes operating at 17-20 minute headways during peak hours. (Most major transit systems consider "Frequent Service" to be 12 minutes or better.)

2. Operation of the oldest bus fleet of major transit systems, with one of the most unreliable, and least fuel efficient systems. Hansen has steadfastly refused to purchase hybrid-electric buses, despite their popularity with major transit systems such as New York's MTA, Los Angeles' MTA, and even Seattle's King County Metro. Hansen's shining achievement was the "NASCAR-inspired" electric cooling fan array, a system that few transit agencies have opted to purchase.

3. A total lack of investment in the bus system, bus stops - very few bus routes were started on Hansen's watch (the last major bus service upgrade occurred in 1998, and was planned by Hansen's predecessor). Hansen cut numerous bus routes and required bus riders to abandon TriMet, or forced multiple transfers onto pet light rail routes.

4. Failure to follow the annual Transit Investment Plan. Hansen failed to deliver on promised bus service upgrades, including new and more frequent routes in Clackamas, Forest Grove, Tigard and Tualatin.

5. During the fuel oil crisis of the mid-2000s, most transit agencies recorded double-digit ridership growth. TriMet, on the other hand, recorded virtually flat ridership - and a decline in bus ridership, for three consecutive years.

6. TriMet's fares went up from $1.35 to $2.30 in the ten years - a 60% increase. Inflation during the same time period? Less than 28%. TriMet's fares increased faster than most everything else.

7. Much of the growth in MAX came from huge park-and-ride lots and garages, not intermodal connections to/from local bus services. TOD has not taken off as it frequently promoted; numerous tracts of land near MAX stations remain undeveloped to this day. The Red Line was supposed to serve a huge mixed-use development at Cascade Station; we got another strip mall anchored by the Swedish Wal-Mart: IKEA. The Green Line has virtually ZERO TOD opportunities; neither does WES.

8. WES was a failure, plain and simple. You cannot blame the economy; it was a political porkbarrel project that even the most optimistic federal transit planners failed to approve of. Today, the cost of WES is seven times that of the dreaded, expensive to run bus that Hansen so frequently decries.

9. TriMet has one of the most archaic fare systems. WES and many MAX machines won't allow you to pay with cash; you can't use a credit/debit card on buses. Most major transit agencies have advanced stored value cards that are easily refillable and popular with even occasional riders; TriMet eschews them. To this day, there is still no accurate way to count ridership because the bus fare boxes can't even keep track of what kinds of fares were purchased, just the total of money stuffed inside it.

10. TriMet refuses to purchase high capacity buses, and match bus capacity with ridership. Buses (even in our horrible economy) continue to pass up willing riders because the buses are at crush load; while other transit systems have made investments in articulated or double-deck buses (which have proven to be extraordinarily popular with riders).

I could go on...but I'd sure like to know: What did Hansen do? He built a bunch of MAX lines (at the expense of bus service). He stuck his nose in Vancouver politics. He jetted off to exotic destinations on the taxpayer's dime. He earns more than every comparable transit General Manager, yet manages a much smaller operation and is largely a "hands-off" manager. He openly shows his disdain for the public and TriMet's riders. He was M.I.A. during every TriMet meltdown, allowing TriMet to all but shut down in poor weather - just as many Portlanders actually begged for TriMet to show them a better way to travel.

If Passadore feels Hansen deserves an A-Plus for his work...I should be a tenured Doctorate for just paying my fare 100% of the time, riding TriMet's busiest bus routes (thus requiring little if any subsidy from TriMet), rarely using Park & Ride lots... Maybe it's time for Passadore to retire as well, require that all Board Members be elected from the public, and turn TriMet into a customer-focused organization, not an organization designed to just provide cushy political jobs to insiders and donors to the Governor's race. When the DMV and the TSA provide better service...something is seriously wrong........

http://www.oregonlive.com/portland/index.ssf/2010/02/trimet_says_recession_to_force.html

Posted by SP Red Electric

February 09, 2010, 7:48PM

1. Eliminate WES.

2. Eliminate all "Service Planning" employees, staff, and office space.

3. Eliminate all TriMet business vehicles (the Tauruses, the Cherokees, the Escapes, the Rangers) and require TriMet business personnel to use scheduled bus/MAX service on company business.

4. Reduce MAX to 20 minute service west of Beaverton and north/east/south of Gateway, as well as the Yellow Line north of Rose Quarter. 30 minutes during off-peak hours.

5. Eliminate the MAX Transit Mall Shuttle Train.

6. Eliminate Fareless Square for MAX.

7. Eliminate the $3 million per year subsidy to the City of Portland Streetcar; demand Portland pay TriMet to operate the Streetcar, or tell them to find their own Operator.

8. Stop all work for future light rail expansions to Vancouver and Milwaukie. Lay off all employees involved in such. Tell Metro that if Metro demands more light rail, that TriMet will not be involved in planning or operating it.

9. 20% salary cuts for all salaried employees. Fred Hansen gets a 35% cut (or fire him, that'd be fine by me.)

10. Eliminate the 84 Kelso/Boring route, TriMet's worst performing bus line. Reduce TriMet district boundaries accordingly.

11. Require those who park in TriMet owned Park-and-Ride lots to pay for parking. (Sorry, but as a door-to-door bus rider I see no reason to subsidize those who drive to a park-and-ride, usually to inflate MAX ridership.) $5-8/day for parking is not unreasonable.

12. Reduce MAX operations to start at 5:00 AM on weekdays, 6:30 AM on weekends, and end MAX operations at midnight on weekdays, 11:00 PM on weekends (midnight on the Blue Line only, between Gateway and Beaverton.)

13. Next service investment will be a fleet of 100 articulated, diesel-hybrid buses (read: greater capacity, reduced maintenance and fuel expense, no increase in labor cost), a fleet of 200 40' diesel-hybrid buses (to replace TriMet's antiquated 1400, 1700 and 1800 series buses, providing greater reliability, reduced maintenance and reduced fuel expense with no additional labor cost), and a fleet of smaller buses to replace the 1600s and 1900s for lower maintenance cost; these bus purchases will be paid for 80% by the federal government requiring only modest local investment. The 60' buses cost $650,000 each or a local cost of $13 million; the 40' buses cost $450,000 each or a local cost of $18 million - that's $31 million in local investment for 300 new buses providing region-wide reliable bus service, compared with the $100 million invested in WES for just 1,200 daily riders (600 unique riders) for just a few hours a day, weekday rush hours only.

14. Require additional fares for express service. (Most transit services require a premium fare for express trips.) Consider a purchase of 20 MCI D4505 buses (similar to a Greyhound bus) for express routes so that express bus riders will feel like they're getting "better" service (they don't cost that much more than a regular transit bus, about $400,000 each - see above. They are very popular on Tacoma to Seattle express buses. Also with express buses, better utilization of the buses - currently each express bus only "makes money" less than 50% of the time they are on the road, because they spend too much time deadheading from garage to assignment, from Portland back to the 'burbs (or vice-versa), back to the garage...)

15. Reduce or eliminate overlapping bus service in Streetcar areas.

16. Consider outsourcing the less patronized neighborhood routes to the LIFT provider, using LIFT buses (that get two to three times the fuel economy as TriMet's larger buses, yet still seat about 20 riders.)

17. LIFT costs need to be brought down, period. Why does TriMet need to use those large mini-buses for just one or two people; why not use more sedans and mini-vans? Consider farming more of the work to the various non-profit organizations that provide the same or similar service.

18. Eliminate ALL out-of-city travel by TriMet employees. If they need to attend a major conference, they have internet access and a webcam. (Hey, why not cut TriMet's office internet access?)

The Stump - http://www.oregonlive.com/opinion/

Posted by SP Red Electric

January 17, 2010, 8:43AM

Here's another analysis, from someone who has lived in the Portland area almost all his life.

Another interesting survey shows that Portland is one of the most depressed cities in the nation - depressed, as in sad and gloomy, not economically. Maybe it's that Portlanders are so accustomed to what we have, that we don't bother fighting for something better. Sure we take a good idea from elsewhere (i.e. light rail, bike paths - two things we certainly did not invent, but they're something we do a lot of), but when we screw something up we don't bother complaining about it. We just accept mediocrity and plan our lives around it.

Portlanders that move - yes, they move to a better place. But when it's sunny and warm you have certain expectations. No, Los Angeles is not a resort city. New York is jammed full of people. Europe costs sky high. Meanwhile, folks who move to Portland find a lack of jobs, it rains a lot, it's hard to get places (despite Portland's assertion that you can live without a car - it's possible, but it is in Los Angeles, Houston and Atlanta, too.) Yes, Portland is close to the beach and the mountains and the Columbia River, but not everyone surfs and skis. If you have a great job here and enjoy the nature, I'm sure Portland is a great city for you and that's OK.

Another reason we don't complain much is because of apathy. How many people in East Portland bother to vote? How many of them voted last year for President, and how many voted for Mayor? (A lot fewer participated in the Mayoral race.) Many people are just tired of the divisiveness in our local decision making, where a small minority of folks have a huge voice, while the majority of residents are ignored. The per-capita income in Portland is less than $30,000; yet you wouldn't know it by our housing and development plans that frequently ignore the average Portlander, but spend a great amount of detail to attracting well-to-do outsiders to live in the Pearl and SoWa. There are only 136,259 owner-occupied homes in Portland, and another 100,000 rental properties -- that's a full 10% more rental properties in Portland than the U.S. average. We have a school district that is one of the worst - there's a reason families are fleeing for Washington County, where the Beaverton and Hillsboro school districts have been growing and building new facilities at the same time Portland is shutting down and consolidating schools. And when the public tries to speak - the school board shuts the public up.

Our transit system is a perfect example: if you're a Streetcar rider, you are considered a "choice rider" by TriMet. But if you're a bus rider, you get socked with service cuts, poor service, an aging bus fleet...it's the perfect example of "separate but equal". Yet...TriMet's board is unelected and few have the time to be able to attend a TriMet board meeting (one of the few actually scheduled during working hours, instead of the evening hours when the public is more capable of attending).

Portland has its good points, and its bad points too. Portland is not the greatest city - I don't know what is. It depends on what you are looking for; what's great to one person is not to another. I grew up here, my family is here, my roots are here - that's why I'm here.