Due to an incident involving the 802 that leaves Downtown Salt Lake at 310pm yesterday, I've begun talks with State leaders to get more regulatory and other governmental oversight of the Utah Transit Authority.
The incident involved finding out that the disabled are now being asked to pay double what they did only a few months ago what they would otherwise be paying today had UTA not sneaked in a fare increase over and above the fuel surcharges and other regularly scheduled base fare increases.
I'll detail the issue in a later post, with more information on the incident that started it all as sescribed above, but for now the fact that a standard practice that UTA had followed for over 23 years at least, and that many relied on for a better quality of life, has been discarded without publci input and without more fully involving those affected in the decision.
Thursday, October 23, 2008
Wednesday, October 8, 2008
When TRAX engineers try too hard to keep a schedule...
Crap happens.
Today I witnessed a huge whopper, one that involved a speeding train, even through the construction, and the first time in nine years of operation for TRAX that I've seen a TRAX engineer overshoot the disabled boarding platform. And not just once, but twice.
I've heard of it happening before but considered some stories to be embellished, but never witnessed anything like this personally, here are the details on what I personally witnessed.
I boarded a train that would leave Sandy Civic Center Station at 1123am. All seemed well, and there were no other connection protection issues, so the train left right on time. He got to 9400 South, let a disabled rider using a wheelchair off, then went on to the next station.
I thought he was approaching 90th South, Historic Sandy, a little fast, given the braking he had to do, and he overshot the disabled platform there. Fortunabely this was not a serious issue, no one needed to board or get off on that platform.
He went on from there, and hit the construction zone where the northbound train has to use the southbound track due to bridge work, which by the way is nearing completion as rail has been laid on the reconstructed northbound track bridge. He ran that somewhat faster than I normally experience trains taking that segment during this time, it was almost normal speed for any other train, and he had been running a little fast out of Historic Sandy before that.
No other incidents until later, two disabled riders using wheelchairs got on at the Murray Central Station (IHC Hospital), and all went well.
The next station was where this all hit the fan.
He overshot the platform at Murray North (45th South). But this time was where it all came back to haunt him. The two disabled riders had to get off and at first he didn't realize they needed to get off. One of them said out loud 'Oh s---, we're going to be late!', and the driver seemed a bit perturbed, once he realized he had to get the train backed up all of about five or six feet.
There were other drivers talking over the fence, so they all witnessed this as well.
They got the train backed up, and the two disabled riders got off.
And we left the station. The engineer left with the train. as a much more subdued driver as well. No more speeding by him the rest of the trip.
Got to 13th South (Ballpark), got off. Looked at the clock as he left. 1150am, the schedule said he was due at 1147am under normal circumstances. So the drive to be absolutely perfect got him nowhere, and made a mess out of UTA's public image as an ISO 9001.2000 compliant company.
Goes to show that ISO 9001.2000 is not all its cracked up to be, especially when people try to be absolutely perfect about keeping a posted bus or train schedule. Drives home my point about some of the other recent incidents as well that I've mentioned involving TRAX.
Later on, a University line driver almost left some people ON his train, as there were so many needing to get off at Gallivan Station that the doors closed before they could all get off. This was on an older 'San Jose' car, one that had come from that city's light rail system whne they upgraded a couple years back.
Today I witnessed a huge whopper, one that involved a speeding train, even through the construction, and the first time in nine years of operation for TRAX that I've seen a TRAX engineer overshoot the disabled boarding platform. And not just once, but twice.
I've heard of it happening before but considered some stories to be embellished, but never witnessed anything like this personally, here are the details on what I personally witnessed.
I boarded a train that would leave Sandy Civic Center Station at 1123am. All seemed well, and there were no other connection protection issues, so the train left right on time. He got to 9400 South, let a disabled rider using a wheelchair off, then went on to the next station.
I thought he was approaching 90th South, Historic Sandy, a little fast, given the braking he had to do, and he overshot the disabled platform there. Fortunabely this was not a serious issue, no one needed to board or get off on that platform.
He went on from there, and hit the construction zone where the northbound train has to use the southbound track due to bridge work, which by the way is nearing completion as rail has been laid on the reconstructed northbound track bridge. He ran that somewhat faster than I normally experience trains taking that segment during this time, it was almost normal speed for any other train, and he had been running a little fast out of Historic Sandy before that.
No other incidents until later, two disabled riders using wheelchairs got on at the Murray Central Station (IHC Hospital), and all went well.
The next station was where this all hit the fan.
He overshot the platform at Murray North (45th South). But this time was where it all came back to haunt him. The two disabled riders had to get off and at first he didn't realize they needed to get off. One of them said out loud 'Oh s---, we're going to be late!', and the driver seemed a bit perturbed, once he realized he had to get the train backed up all of about five or six feet.
There were other drivers talking over the fence, so they all witnessed this as well.
They got the train backed up, and the two disabled riders got off.
And we left the station. The engineer left with the train. as a much more subdued driver as well. No more speeding by him the rest of the trip.
Got to 13th South (Ballpark), got off. Looked at the clock as he left. 1150am, the schedule said he was due at 1147am under normal circumstances. So the drive to be absolutely perfect got him nowhere, and made a mess out of UTA's public image as an ISO 9001.2000 compliant company.
Goes to show that ISO 9001.2000 is not all its cracked up to be, especially when people try to be absolutely perfect about keeping a posted bus or train schedule. Drives home my point about some of the other recent incidents as well that I've mentioned involving TRAX.
Later on, a University line driver almost left some people ON his train, as there were so many needing to get off at Gallivan Station that the doors closed before they could all get off. This was on an older 'San Jose' car, one that had come from that city's light rail system whne they upgraded a couple years back.
Wednesday, September 17, 2008
Passengers making TRAX connection from 811 left behind, again.
Four days after the last incident, a TRAX engineer left behind some passengers who were trying to reach a train from an 811. This time it happened at 1008am.
And this time it was worse for UTA, as several who were left behind were totally blind riders, they had gotten on at American Fork Smiths, having been brought to that stop there by a community services agency van.
So it got called in again, not so much for additional complaint purposes, but because I have been working on a different high-tech project, and how they resolve problems there is they take the bug reports, and categorize them, and the more reports of the same problem they get, the more likely the problem is to be moved up the priority list for resolution.
And I've even got the resolution: The schedule can be adjusted for the 811 arriving at TRAX, I would not adjust the TRAX schedule, as that needs to be where it is right now as far as times go. The best start time from 100 South University in Provo that I've found is :57 after the hour, and on other runs the start time needs to be early enough so that the arrival time at TRAX is more than five minutes before the train going northbound is scheduled to leave.
Southbound there is little need for adjustment. Although it will need to at times be held for a train, because some rush-hour trains tend to run slightly late, like no more than five minutes. Any adjustments to the southbound 811 schedule should be made only where this is a regular occurrence.
That, and the institution of Connection Protection procedures for the 811 Northbound only, would solve alot of the problems and eliminate the ill-will that is going around now among 811 riders due to the multiple incidents like the one described today and last Saturday morning, and all, including even UTA, will be all the happier because of it.
And this time it was worse for UTA, as several who were left behind were totally blind riders, they had gotten on at American Fork Smiths, having been brought to that stop there by a community services agency van.
So it got called in again, not so much for additional complaint purposes, but because I have been working on a different high-tech project, and how they resolve problems there is they take the bug reports, and categorize them, and the more reports of the same problem they get, the more likely the problem is to be moved up the priority list for resolution.
And I've even got the resolution: The schedule can be adjusted for the 811 arriving at TRAX, I would not adjust the TRAX schedule, as that needs to be where it is right now as far as times go. The best start time from 100 South University in Provo that I've found is :57 after the hour, and on other runs the start time needs to be early enough so that the arrival time at TRAX is more than five minutes before the train going northbound is scheduled to leave.
Southbound there is little need for adjustment. Although it will need to at times be held for a train, because some rush-hour trains tend to run slightly late, like no more than five minutes. Any adjustments to the southbound 811 schedule should be made only where this is a regular occurrence.
That, and the institution of Connection Protection procedures for the 811 Northbound only, would solve alot of the problems and eliminate the ill-will that is going around now among 811 riders due to the multiple incidents like the one described today and last Saturday morning, and all, including even UTA, will be all the happier because of it.
Tuesday, September 16, 2008
Chatsworth (Los Angeles) train accident should never happen with UTA.
UTA is doing something that should mean there should never be an accident like the one in Los Angeles involving a public transit passenger train and a freight train last week. That wreck killed more than a dozen people, and many think that the driver was distracted by a text message on his cellphone, whether the text was from him to someone or from someone to him I don't know.
As is widely known, UTA has purchased right-of-way easements for the Frontrunner and in some cases TRAX lines, and occasionally shares segments of these lines with the freight carriers since the Sandy (Blue) line is along an old local freight delivery line, cars are regularly seen at a couple of places, and spurs off the main tracks are seen in a number of places along that line and the forthcoming Mid-Jordan line.
There is also track-sharing between Ogden and Pleasant View, that segment of Frontrunner shouled be up and running by the end of the month according to news reports. In fact, to ensure that Frontrunner and Union Pacific freight trains interact smoothly with each other along the Pleasant View segment of the route, as UTA does not have its own track constructed in this area yet, Union Pacific employees will ride along for the first few days or week or two of operation of the Pleasant View portion of the Frontrunner line.
What UTA is doing about the matter is this. No driver of any train is allowed to use a cellular phone or pager (texting) device while in the cab of the train. If it is found that they are or have used a cellphone or pager while in the cab, they can be fired for doing so.
There have been very few incidents involving trains and other objects, a couple incidents were caused by drivers, one by faulty switching on 7th South, and one instance where a train did hit a car and the train driver was at fault, that one was outed by City Weekly, the local Salt lake area alternative paper. But in nine years of operation, TRAX has proven to be extremely safe, and as time goes, improvements will yet be made to the already excellent safety program employed by UTA in regards to its rail services.
As is widely known, UTA has purchased right-of-way easements for the Frontrunner and in some cases TRAX lines, and occasionally shares segments of these lines with the freight carriers since the Sandy (Blue) line is along an old local freight delivery line, cars are regularly seen at a couple of places, and spurs off the main tracks are seen in a number of places along that line and the forthcoming Mid-Jordan line.
There is also track-sharing between Ogden and Pleasant View, that segment of Frontrunner shouled be up and running by the end of the month according to news reports. In fact, to ensure that Frontrunner and Union Pacific freight trains interact smoothly with each other along the Pleasant View segment of the route, as UTA does not have its own track constructed in this area yet, Union Pacific employees will ride along for the first few days or week or two of operation of the Pleasant View portion of the Frontrunner line.
What UTA is doing about the matter is this. No driver of any train is allowed to use a cellular phone or pager (texting) device while in the cab of the train. If it is found that they are or have used a cellphone or pager while in the cab, they can be fired for doing so.
There have been very few incidents involving trains and other objects, a couple incidents were caused by drivers, one by faulty switching on 7th South, and one instance where a train did hit a car and the train driver was at fault, that one was outed by City Weekly, the local Salt lake area alternative paper. But in nine years of operation, TRAX has proven to be extremely safe, and as time goes, improvements will yet be made to the already excellent safety program employed by UTA in regards to its rail services.
UTA abandons 'Connection Protection' ISO program.
The Utah Transit Authority has abandoned one of the key programs that were adopted to help it attain the ISO 9001 certification that was received.
I was told Saturday morning after an incident involving a TRAX driver who effectively only got half the riders off the 811 that arrived at 708am onto his train, and snapped at the rest of us for 'holding him up'. This was an example of 'clockwatching' as noted in an earlier post.
Riders were still approaching the platform when he drove away, but some of us from that 811 were able to board. This likely is responsible for some ill will that may be going around town now about UTA.
Upon calling and talking with Customer Concerns, the agent there said 'Did you know we are no longer using 'Connection Protection'? I didn't get the chance to tell her that it was part of a project to attain ISO 9001 certification, as many there at that department are usually left in the dark about issues like this.
I reported the incident involving the TRAX driver, and began looking after I got back home that night for information. I have now found one, and maybe more data sets that indicate the important role that this has played in the development of a quality mass transit system in a growing Salt Lake Valley, and will yet play on a more significant basis as the bus and TRAX system grows in the next few years.
Here's one study published by the University of South Florida, it seems to indicate that riders were more satisfied if they had a 'protected' connection:
http://www.nctr.usf.edu/jpt/pdf/JPT%208-3%20Cluett.pdf
{Cut and paste the above URL into your browser address bar, it's a pdf so it might take a short time to load).
One of the figures in the study shows how riders and drivers knew if they were going to make it on time to their connections or meet the connections. One method was showing ETAs for trains on TRAX platforms. That has also been abandoned, also the verbal notification that the train is arriving as well.
This study is well worth reading as it is. I'll add more to this post as I find more.
I was told Saturday morning after an incident involving a TRAX driver who effectively only got half the riders off the 811 that arrived at 708am onto his train, and snapped at the rest of us for 'holding him up'. This was an example of 'clockwatching' as noted in an earlier post.
Riders were still approaching the platform when he drove away, but some of us from that 811 were able to board. This likely is responsible for some ill will that may be going around town now about UTA.
Upon calling and talking with Customer Concerns, the agent there said 'Did you know we are no longer using 'Connection Protection'? I didn't get the chance to tell her that it was part of a project to attain ISO 9001 certification, as many there at that department are usually left in the dark about issues like this.
I reported the incident involving the TRAX driver, and began looking after I got back home that night for information. I have now found one, and maybe more data sets that indicate the important role that this has played in the development of a quality mass transit system in a growing Salt Lake Valley, and will yet play on a more significant basis as the bus and TRAX system grows in the next few years.
Here's one study published by the University of South Florida, it seems to indicate that riders were more satisfied if they had a 'protected' connection:
http://www.nctr.usf.edu/jpt/pdf/JPT%208-3%20Cluett.pdf
{Cut and paste the above URL into your browser address bar, it's a pdf so it might take a short time to load).
One of the figures in the study shows how riders and drivers knew if they were going to make it on time to their connections or meet the connections. One method was showing ETAs for trains on TRAX platforms. That has also been abandoned, also the verbal notification that the train is arriving as well.
This study is well worth reading as it is. I'll add more to this post as I find more.
Friday, August 1, 2008
'Clockwatching' by employees, and how it can adversely affect passengers.
There have been problems with some drivers on UTA routes being so intent on 'making it on time', that they have neglected good customer service in how they handle things on their routes regarding people and their needs to catch buses.
An incident about 2pm Monday on 45th South and 9th East in Salt Lake Valley is illustrative.
I had purchased a bottle of water because of the heat and had drank it and was disposing of the bottle when it missed the can (had an apron around the opening), and fell behind the can. I went to pick it up, it was right in front of the stop marker. That is when the driver flew right by, and didn't even slow down to see if I wanted his bus.
There was nothing to indicate there were traffic problems, in fact when I got on a later bus, I found no problems save for some construction-related traffic for the condos next to the TRAX station at Murray North Station on Fireclay Avenue.
This points to a practice known as 'clockwatching' by employees. Some do it to work no more than is required, some do it to as noted try to 'stay on schedule' to the extreme, others do it out of spite for their employers. That last one is almost never an issue with UTA employees, by and large they are usually very good about their employer, being UTA, they keep the issues they have largely to themselves.
An example of clockwatching: I heard about some orchestra members for a recording session leaving because the session lasted too long, it affected how the record came out soundwise when it came out.
It's that example of the orchestra members that is the most similar to the 45th South matter, the driver was worried enough about meeting his schedule that he was possibly just simply inattentive to what his real duty was, and that was to help the rider, his customer, get to where he/she was going in a timely fashion. Sure this route had buses running every 15 minutes, but in some cases 15 minutes does count for something, that is why the upset here about the possibility of clockwatching.
Those that engage in clockwatching do it to the detriment of their employee, and also in this case with UTA, make the company look bad and also affect the image of being certified by ISO. While none of this is in the standard, the standard implies that the best of customer service will be maintained as far as it is possible.
Sure things will go wrong, and complaints have to sometimes be made, but that is why they have to be made, to help everyone, myself included as a rider, do a better job, and make all public statements made about quality seem more honest and believable, including the ISO accreditation that UTA has.
An incident about 2pm Monday on 45th South and 9th East in Salt Lake Valley is illustrative.
I had purchased a bottle of water because of the heat and had drank it and was disposing of the bottle when it missed the can (had an apron around the opening), and fell behind the can. I went to pick it up, it was right in front of the stop marker. That is when the driver flew right by, and didn't even slow down to see if I wanted his bus.
There was nothing to indicate there were traffic problems, in fact when I got on a later bus, I found no problems save for some construction-related traffic for the condos next to the TRAX station at Murray North Station on Fireclay Avenue.
This points to a practice known as 'clockwatching' by employees. Some do it to work no more than is required, some do it to as noted try to 'stay on schedule' to the extreme, others do it out of spite for their employers. That last one is almost never an issue with UTA employees, by and large they are usually very good about their employer, being UTA, they keep the issues they have largely to themselves.
An example of clockwatching: I heard about some orchestra members for a recording session leaving because the session lasted too long, it affected how the record came out soundwise when it came out.
It's that example of the orchestra members that is the most similar to the 45th South matter, the driver was worried enough about meeting his schedule that he was possibly just simply inattentive to what his real duty was, and that was to help the rider, his customer, get to where he/she was going in a timely fashion. Sure this route had buses running every 15 minutes, but in some cases 15 minutes does count for something, that is why the upset here about the possibility of clockwatching.
Those that engage in clockwatching do it to the detriment of their employee, and also in this case with UTA, make the company look bad and also affect the image of being certified by ISO. While none of this is in the standard, the standard implies that the best of customer service will be maintained as far as it is possible.
Sure things will go wrong, and complaints have to sometimes be made, but that is why they have to be made, to help everyone, myself included as a rider, do a better job, and make all public statements made about quality seem more honest and believable, including the ISO accreditation that UTA has.
Stop change notification issue, industry best practices ignored
I have had a couple of incidents, including tonight, where UTA has made a needed stop change, but did not leave anything at the old stop after the sign was moved to the new location, to inform all riders that the stop has been moved, sometimes as much as nearly a block over.
The first incident happened in April, prior to a change day when they had built the MAX shelter at 56th West and 35th South eastbound. There was a stop just west of the 7-Eleven to the west of 56th West, and to add to the confusion the privately-owned bench company had little notice (in fact the bench is still there but no stop).
No one was told that the stop would move, at least some notice before and after notification would have helped.
The second incident happened tonight, August 1, at 630pm. At Sandhill Road and the middle entrance to Wal-Mart (not the one by the light) there had been a stop southbound as recently as four days ago. Due to some issues involving the shoulder, and by request of alot of people including the disabled, me included, they had moved it to just south of the Wal-Mart light.
But again, nothing left behind to tell passengers to go and wait. There was little time to move to the new stop, the previous stop in the order north of there was across University Parkway at the UVU stop.
That failure to notice a discontinued stop location does not follow transit industry best practices. Almost all agencies of which I am aware put something at the stop to say where to go to catch the bus. UTA used to, but now fail to follow this national standard, and it is part of ISO to keep the customer informed, and ensure passengers who may not know of the change as sudden as it may have to be at some times (often due to construction), then I do not see them really caring about the customer.
The best practices for this are to.
1. If able to, about two weeks before a stop is to be moved, place a notice (paper or plastic) on the UTA-owned sign pole indicating when the stop will be moved and to where.
2. If unable to due to sudden matters like construction, remove the actual flag sign, and then place a notice to direct passengers to where the new stop will be, or if temporary, where that will be and for how long if known (even that is not always possible but understood if not).
3. After a permanent stop move has been made effective, remove the stop marker flags, but leave the pole with the notice up for two weeks after the change, that is considered satisfactory to virtually all riders. Then after the two weeks, remove all equipment related to the stop that UTA owns.
This will ensure a better relationship between the rider and company, reduce incident calls where customers have complaints, and save time and costs for UTA to handle complants, supervisors to talk to drivers, etc. It will also make ISO 9001 look more attractive, and preserve the image of being accredited by ISO as a quality endorsed system.
The first incident happened in April, prior to a change day when they had built the MAX shelter at 56th West and 35th South eastbound. There was a stop just west of the 7-Eleven to the west of 56th West, and to add to the confusion the privately-owned bench company had little notice (in fact the bench is still there but no stop).
No one was told that the stop would move, at least some notice before and after notification would have helped.
The second incident happened tonight, August 1, at 630pm. At Sandhill Road and the middle entrance to Wal-Mart (not the one by the light) there had been a stop southbound as recently as four days ago. Due to some issues involving the shoulder, and by request of alot of people including the disabled, me included, they had moved it to just south of the Wal-Mart light.
But again, nothing left behind to tell passengers to go and wait. There was little time to move to the new stop, the previous stop in the order north of there was across University Parkway at the UVU stop.
That failure to notice a discontinued stop location does not follow transit industry best practices. Almost all agencies of which I am aware put something at the stop to say where to go to catch the bus. UTA used to, but now fail to follow this national standard, and it is part of ISO to keep the customer informed, and ensure passengers who may not know of the change as sudden as it may have to be at some times (often due to construction), then I do not see them really caring about the customer.
The best practices for this are to.
1. If able to, about two weeks before a stop is to be moved, place a notice (paper or plastic) on the UTA-owned sign pole indicating when the stop will be moved and to where.
2. If unable to due to sudden matters like construction, remove the actual flag sign, and then place a notice to direct passengers to where the new stop will be, or if temporary, where that will be and for how long if known (even that is not always possible but understood if not).
3. After a permanent stop move has been made effective, remove the stop marker flags, but leave the pole with the notice up for two weeks after the change, that is considered satisfactory to virtually all riders. Then after the two weeks, remove all equipment related to the stop that UTA owns.
This will ensure a better relationship between the rider and company, reduce incident calls where customers have complaints, and save time and costs for UTA to handle complants, supervisors to talk to drivers, etc. It will also make ISO 9001 look more attractive, and preserve the image of being accredited by ISO as a quality endorsed system.
Wednesday, July 30, 2008
Max delivers!
I've been out on the Route 35M Max a time or two already, and it delivers!
First off, the travel time is great, even though not optimal right now due to the construction on 35th South. This construction will be ongoing, first to put in a water line, then something else, said to be related to electrical or other utility infrastructure, then the 35M center-running lane that will open next fall. That will run from 27th West to 56th West.
Given how it works like TRAX, issues that normally slow down a bus, such as feeding the farebox, transfer issues, etc, are all out of the way, all the driver has to do is occasionally assist a disabled rider using mobility equipment in getting on or off, and you are on your way in about 20 seconds unless there are alot of people getting on or off at a stop.
Disabled boarding is better, and is now recognized by this blog as a 'best practice' that should be implemented on all future UTA buses. On non-Max buses, this should be installed at the front door, but on Max, it is on the middle door.
All the driver has to do is flip the ramp over onto the sidewalk, and the person gets on or off. Then the driver flips the ramp back inside the bus and goes back to the front to continue the route.
Doing this would be in keeping with the letter and spirit of ISO 9001, and would be a huge plus for all concerned, drivers, UTA managers, and the disabled, along with other passengers on any bus. This is recommended as mandatory for all future UTA bus purchases where the buses are new equipment.
First off, the travel time is great, even though not optimal right now due to the construction on 35th South. This construction will be ongoing, first to put in a water line, then something else, said to be related to electrical or other utility infrastructure, then the 35M center-running lane that will open next fall. That will run from 27th West to 56th West.
Given how it works like TRAX, issues that normally slow down a bus, such as feeding the farebox, transfer issues, etc, are all out of the way, all the driver has to do is occasionally assist a disabled rider using mobility equipment in getting on or off, and you are on your way in about 20 seconds unless there are alot of people getting on or off at a stop.
Disabled boarding is better, and is now recognized by this blog as a 'best practice' that should be implemented on all future UTA buses. On non-Max buses, this should be installed at the front door, but on Max, it is on the middle door.
All the driver has to do is flip the ramp over onto the sidewalk, and the person gets on or off. Then the driver flips the ramp back inside the bus and goes back to the front to continue the route.
Doing this would be in keeping with the letter and spirit of ISO 9001, and would be a huge plus for all concerned, drivers, UTA managers, and the disabled, along with other passengers on any bus. This is recommended as mandatory for all future UTA bus purchases where the buses are new equipment.
Saturday, June 7, 2008
UTA to the MAX: Needed MAX lines.
With the opening of the 35th South MAX route in the near future, it's planned right now for July 14th, UTA has also indicated they want to build more MAX routes as well as they get the equipment (buses and stop amenities) to do so.
Here's what is needed in a MAX system. I've included Provo/Orem as there is a second line that could be done that is a no-brainer to anyone there.
33rd South MAX. Run from Millcreek TRAX to the current EOL for Route 33. Would have to operate in mixed traffic (Type 1 BRT).
54th South MAX. Runs 53rd/54th South out to 56th West (further once development west of that is done). East of Murray Central TRAX it would take a route over to 62nd South and end near Knudsen's Corner.
7th/13th East MAX. From Downtown take 7th East to 9th East to/through Union Park, that becomes 13th East. Go all the way down to 123rd South, take that west to Draper TRAX. Meets up with Redwood MAX there.
Redwood MAX. From Downtown go to Redwood Road and take that completely to 125th South, then east to the Draper TRAX station. Crosses 35th, 54th, Mid-Jordan TRAX, and 90th South MAX.
90th South MAX. From 96th South near the Canyon mouth all the way out to either Bangerter or past it, then down to Daybreak, provide local service to Daybreak, if there is no local route in Daybreak yet.
Highland MAX. From 21st South TRAX, take 21st South to Highland Drive, then down Highland Drive the entire length, ending at 90th South presently with the possibility of expanding it further, this would replace the 'east side' MAX proposal on the UTA website.
There are others planned for other counties, that will be in a later post.
Here's what is needed in a MAX system. I've included Provo/Orem as there is a second line that could be done that is a no-brainer to anyone there.
33rd South MAX. Run from Millcreek TRAX to the current EOL for Route 33. Would have to operate in mixed traffic (Type 1 BRT).
54th South MAX. Runs 53rd/54th South out to 56th West (further once development west of that is done). East of Murray Central TRAX it would take a route over to 62nd South and end near Knudsen's Corner.
7th/13th East MAX. From Downtown take 7th East to 9th East to/through Union Park, that becomes 13th East. Go all the way down to 123rd South, take that west to Draper TRAX. Meets up with Redwood MAX there.
Redwood MAX. From Downtown go to Redwood Road and take that completely to 125th South, then east to the Draper TRAX station. Crosses 35th, 54th, Mid-Jordan TRAX, and 90th South MAX.
90th South MAX. From 96th South near the Canyon mouth all the way out to either Bangerter or past it, then down to Daybreak, provide local service to Daybreak, if there is no local route in Daybreak yet.
Highland MAX. From 21st South TRAX, take 21st South to Highland Drive, then down Highland Drive the entire length, ending at 90th South presently with the possibility of expanding it further, this would replace the 'east side' MAX proposal on the UTA website.
There are others planned for other counties, that will be in a later post.
First came TRAX, then FrontRunner, now meet MAX!
I always said I would talk about the good that UTA is doing. Here's the latest development, and it is sure a good one too.
First we had TRAX built, and more lines are now in the planning stages or under construction, now we have FrontRunner opening this year with the Provo extension in the planning stages, and now as of July 14th, MAX will be on the prowl.
MAX, if you haven't heard, is the new system of Bus Rapid Transit' or 'BRT' routes that UTA is starting up. Only one is to be run so far, the rest are in planning and depend on various funding and other needs before they can start them up. That first one is to be on 3500 South starting at Millcreek (3300 South) TRAX and go all the way out to Magna, with stops roughly every half mile.
I've just learned that this will not completely supplant the Route 35, but that route is so heavily used that this is the perfect relief system for that route. It's also immediately expandable, all they have to do if that is needed, and it will be, is add more buses and adjust the schedule. TRAX is more complicated, but setting up a MAX route and timetables and making needed adjustments will be much easier.
MAX will operate the same hours that TRAX does, and have a 15 minute headway (meaning it runs that often, every 15 minutes). The new buses for the line have three doors, you board anywhere, and buy a ticket at a TVM at each MAX station, which also have the unique variation on the 'striper' pattern that the MAX buses have, except it's a glass etching that is seen on the MAX buses, 'MAX' is in blue letters on the side panel of the station framework, and there are other informational things that will be installed, and special stop signage will be set up as well.
This is only one of about eight MAX routes being planned. The second one, the Provo Orem Colleges MAX line, had a hearing this week, it could likely be the next one opened.
More on the other plans in another post.
This is one of the great innovations that is what makes UTA work well. The real problem after all though is the misuse of ISO 9001.2000 and the abuse of that standard to second-guess the needs and wishes of the ridership that relies on UTA.
First we had TRAX built, and more lines are now in the planning stages or under construction, now we have FrontRunner opening this year with the Provo extension in the planning stages, and now as of July 14th, MAX will be on the prowl.
MAX, if you haven't heard, is the new system of Bus Rapid Transit' or 'BRT' routes that UTA is starting up. Only one is to be run so far, the rest are in planning and depend on various funding and other needs before they can start them up. That first one is to be on 3500 South starting at Millcreek (3300 South) TRAX and go all the way out to Magna, with stops roughly every half mile.
I've just learned that this will not completely supplant the Route 35, but that route is so heavily used that this is the perfect relief system for that route. It's also immediately expandable, all they have to do if that is needed, and it will be, is add more buses and adjust the schedule. TRAX is more complicated, but setting up a MAX route and timetables and making needed adjustments will be much easier.
MAX will operate the same hours that TRAX does, and have a 15 minute headway (meaning it runs that often, every 15 minutes). The new buses for the line have three doors, you board anywhere, and buy a ticket at a TVM at each MAX station, which also have the unique variation on the 'striper' pattern that the MAX buses have, except it's a glass etching that is seen on the MAX buses, 'MAX' is in blue letters on the side panel of the station framework, and there are other informational things that will be installed, and special stop signage will be set up as well.
This is only one of about eight MAX routes being planned. The second one, the Provo Orem Colleges MAX line, had a hearing this week, it could likely be the next one opened.
More on the other plans in another post.
This is one of the great innovations that is what makes UTA work well. The real problem after all though is the misuse of ISO 9001.2000 and the abuse of that standard to second-guess the needs and wishes of the ridership that relies on UTA.
Tuesday, May 6, 2008
Salt Lake City Council Approves 400 West Routing for Airport TRAX.
The Airport TRAX line has a final route in the Downtown area now. And what's more, the decision by the Salt Lake City Council on the routing brings the route more into compliance with ISO 9001 than it otherwise would have.
The routing will use existing TRAX infrastructure from the Intermodal Hub to the Planetarium Station, north of that it will part ways with the other existing TRAX lines that will carry trains for the University, Mid-Jordan, Sandy/Draper, and Valley Fair lines further away.
This line will go one more block north on 400 West, then use West Temple out to near the Airport then onto the Airport property itself to a point I've not seen, rideuta.com has the actual planned line map.
This is also good efficient planning on Salt Lake City's part, as then the Davis line will have this first block out of the way as well, and it can continue north on 400 West and turn over to 300 West at a point to be determined later, and go into Davis County following Beck Street.
So it looks like at least one government, without realizing it, helped UTA in its desire to be ISO 9001 compliant on planning its route system.
The routing will use existing TRAX infrastructure from the Intermodal Hub to the Planetarium Station, north of that it will part ways with the other existing TRAX lines that will carry trains for the University, Mid-Jordan, Sandy/Draper, and Valley Fair lines further away.
This line will go one more block north on 400 West, then use West Temple out to near the Airport then onto the Airport property itself to a point I've not seen, rideuta.com has the actual planned line map.
This is also good efficient planning on Salt Lake City's part, as then the Davis line will have this first block out of the way as well, and it can continue north on 400 West and turn over to 300 West at a point to be determined later, and go into Davis County following Beck Street.
So it looks like at least one government, without realizing it, helped UTA in its desire to be ISO 9001 compliant on planning its route system.
Friday, May 2, 2008
Efficiency improvements related to Intermodal Hub area needed.
Various things have emerged in the week since the Frontrunner service began, and it brings up some interesting and valuable service improvements that will enhance UTA's ISO 9001 program when it comes to overall efficiency of the system.
1. All Utah County routes that come into Downtown Salt Lake, the 801, 802, 803, 804, 805, and 807, plus the Saturday 816, and the one trip that 817 does in the Afternoon when that trip runs, should come directly Downtown and straight to the hub. From there, users would simply hop TRAX or Frontrunner from there to get to destinations that the same above routes serve right now. After all, once there, you can catch any one of a number of buses to get to the final destination of your trip.
2. Similarly terminate a number of trips for other buses that do not presently visit the Intermodal Hub, namely Avenues, U of U (besides TRAX), some eastside trips like the 209, and other Intercounty express trips like the 451 and most FastBus service there as well. Again this will improve connection to and from Frontrunner for additional key routes in Salt Lake, Tooele, and Davis Counties.
One side issue is where to park the buses between trips? I'm not sure, I'm not that familiar with the area, but there should be a solution out there for that.
3. Additional TRAX bays. Two exist now, but what about when Mid-Jordan, West Valley, and the Airport line, and the barely being discussed plan for a Davis County line? I'm thinking two more are needed, thus making four bays, that way you could have eight total lines running out of the hub, and that along with the above mentioned bus routes coming in would truly make this the major transportation center it could be, and not look half-dead like it does now between trains.
These three items will bring UTA more into compliance with all known reasonable customer and public expectations that are part and parcel with the knowledge that UTA subscribes to ISO 9001, and will, along with all other items I have or will mention in this blog, give the public at large a better opinion of the ISO standard as put into practice by UTA.
1. All Utah County routes that come into Downtown Salt Lake, the 801, 802, 803, 804, 805, and 807, plus the Saturday 816, and the one trip that 817 does in the Afternoon when that trip runs, should come directly Downtown and straight to the hub. From there, users would simply hop TRAX or Frontrunner from there to get to destinations that the same above routes serve right now. After all, once there, you can catch any one of a number of buses to get to the final destination of your trip.
2. Similarly terminate a number of trips for other buses that do not presently visit the Intermodal Hub, namely Avenues, U of U (besides TRAX), some eastside trips like the 209, and other Intercounty express trips like the 451 and most FastBus service there as well. Again this will improve connection to and from Frontrunner for additional key routes in Salt Lake, Tooele, and Davis Counties.
One side issue is where to park the buses between trips? I'm not sure, I'm not that familiar with the area, but there should be a solution out there for that.
3. Additional TRAX bays. Two exist now, but what about when Mid-Jordan, West Valley, and the Airport line, and the barely being discussed plan for a Davis County line? I'm thinking two more are needed, thus making four bays, that way you could have eight total lines running out of the hub, and that along with the above mentioned bus routes coming in would truly make this the major transportation center it could be, and not look half-dead like it does now between trains.
These three items will bring UTA more into compliance with all known reasonable customer and public expectations that are part and parcel with the knowledge that UTA subscribes to ISO 9001, and will, along with all other items I have or will mention in this blog, give the public at large a better opinion of the ISO standard as put into practice by UTA.
Wednesday, April 30, 2008
Frontrunner shows it can handle the traffic.
Frontrunner has shown itself to be very good at handling the traffic that it might carry in the future.
On the first day, it was reported by the media, that 5,000 riders had used the train by noon that day. That means that it may have possibly had 12,000 total riders, although I have no way of confirming that, it sounds reasonable given the early number.
It takes anywhere from 58 minutes to an hour and five minutes for the trains to make the trip between Ogden and Salt Lake, according to KSL Radio 1160/102.7. The time disparity apparently is due to how and where trains meet when one has to use a siding to wait for another train, due to the fact that this line is not 'double tracked' like TRAX is. See my earlier post on the problems that causes.
If UTA can resolve the double-tracking issue and get the second set of rails in, then they can run more trains, and that means they could have a potential for from 20,000 to 25,000 riders each day. And if they are able to run more trains, that will make the trip faster, double tracking will allow them to run at the top speed advertised and that would make my estimates more conservative, which means maybe 30,000 to 35,000 riders? They can't expand I-15 much further than is planned, in fact the train runs rather close to the freeway at one point, and the Legacy Freeway's capacity is constricted due to overzealous environmentalists.
So UTA deserves the praise it is getting for the success of Frontrunner.
In the next few days, once they start taking fares, we'll know what the actual daily ridership on average is going to be.
On the first day, it was reported by the media, that 5,000 riders had used the train by noon that day. That means that it may have possibly had 12,000 total riders, although I have no way of confirming that, it sounds reasonable given the early number.
It takes anywhere from 58 minutes to an hour and five minutes for the trains to make the trip between Ogden and Salt Lake, according to KSL Radio 1160/102.7. The time disparity apparently is due to how and where trains meet when one has to use a siding to wait for another train, due to the fact that this line is not 'double tracked' like TRAX is. See my earlier post on the problems that causes.
If UTA can resolve the double-tracking issue and get the second set of rails in, then they can run more trains, and that means they could have a potential for from 20,000 to 25,000 riders each day. And if they are able to run more trains, that will make the trip faster, double tracking will allow them to run at the top speed advertised and that would make my estimates more conservative, which means maybe 30,000 to 35,000 riders? They can't expand I-15 much further than is planned, in fact the train runs rather close to the freeway at one point, and the Legacy Freeway's capacity is constricted due to overzealous environmentalists.
So UTA deserves the praise it is getting for the success of Frontrunner.
In the next few days, once they start taking fares, we'll know what the actual daily ridership on average is going to be.
Monday, April 28, 2008
Frontrunner opens, is on the right track, but is it still an 'also-ran'?
Frontrunner, UTA's new commuter rail line, is now open for regular passenger service between Salt Lake City and Ogden, with several intermediate stops.
It opened Saturday, April 26th, to huge celebrations as the first train with dignitaries and UTA officials, made the first trip down from Ogden, taking stops at each of the stations.
Trains leave every thirty minutes, and the trip takes an hour at present. Fares are actually a little high considering the train goes only around 40 miles at the most. However, given the rush hour problems and planned construction on I-15, including some work at present, this is still a good thing. When you see them you will see a slight variation on the 'striper' pattern painted on all newer UTA buses, you can think of them as the 'Sabertooth tigers' of the UTA fleet.
Now with all that said, and yes it is defiitely off to a great start. These trains will do much good,
is Frontrunner already an 'also-ran' in the commuter race? Could be, depending on when you need to use it.
The claim of speeds up to 80 mph were never met on the midday runs I took today. Part of that is because they did not 'double track' this line, and that means that much of the way, except for predetermined sidings and at the stations for it, they are running southbound and northbound trains on the exact same track. In fact, Wal-Mart trucks and other vehicles on I-15 even in construction zones on that freeway, were passing up the trains almost everywhere I could see the freeway from the trains.
Right now, the trains run every thirty minutes, and I think the single-tracking has alot to do with it. If they will just double track the entire Frontrunner line, and not make the same mistake when they build it south to Provo in a few years, they will be able to run trains much more frequently. If gas goes higher than it's expected to this summer, then they will be in high demand, and right now with the single track situation, they cannot add runs to the system to handle the expected major demands, they don't have enough buses or drivers as it is.
I think they could run trains every ten minutes with a double tracked line, and they could thus handle all those that wanted to use the trains. Until then, Frontrunner may be nothing more than an also-ran, no matter how good it is now.
tised speeds of
It opened Saturday, April 26th, to huge celebrations as the first train with dignitaries and UTA officials, made the first trip down from Ogden, taking stops at each of the stations.
Trains leave every thirty minutes, and the trip takes an hour at present. Fares are actually a little high considering the train goes only around 40 miles at the most. However, given the rush hour problems and planned construction on I-15, including some work at present, this is still a good thing. When you see them you will see a slight variation on the 'striper' pattern painted on all newer UTA buses, you can think of them as the 'Sabertooth tigers' of the UTA fleet.
Now with all that said, and yes it is defiitely off to a great start. These trains will do much good,
is Frontrunner already an 'also-ran' in the commuter race? Could be, depending on when you need to use it.
The claim of speeds up to 80 mph were never met on the midday runs I took today. Part of that is because they did not 'double track' this line, and that means that much of the way, except for predetermined sidings and at the stations for it, they are running southbound and northbound trains on the exact same track. In fact, Wal-Mart trucks and other vehicles on I-15 even in construction zones on that freeway, were passing up the trains almost everywhere I could see the freeway from the trains.
Right now, the trains run every thirty minutes, and I think the single-tracking has alot to do with it. If they will just double track the entire Frontrunner line, and not make the same mistake when they build it south to Provo in a few years, they will be able to run trains much more frequently. If gas goes higher than it's expected to this summer, then they will be in high demand, and right now with the single track situation, they cannot add runs to the system to handle the expected major demands, they don't have enough buses or drivers as it is.
I think they could run trains every ten minutes with a double tracked line, and they could thus handle all those that wanted to use the trains. Until then, Frontrunner may be nothing more than an also-ran, no matter how good it is now.
tised speeds of
Monday, March 3, 2008
The MC 400 D buses were ordered originally by Greyhound, then rejected.
I have uncovered some information about the MC 400 D buses, or the larger 'Stripers' as some refer to them as, that UTA has been putting into service.
It turns out that this model was ordered by Greayhound Lines, Inc., but at some point Greyhound cancelled the order but these were already built or otherwise in production. So the manufacturer had to get rid of them, and UTA was able to get them 'on the cheap', at a substantial discount.
These buses therefore, were not designed for short-haul use, even within a Metro area. Also there are some serious issues about ADA compliance, as some have recently found that not all generally-used mobility assist equipment will fit properly in them. This includes power scooters and wheelchairs. It takes some 10 minutes to prepare, load/unload a wheelchair/scooter, and finish up afterwards. Most other buses on the fleet you are done with this proceess in usually two minutes.
It turns out that this model was ordered by Greayhound Lines, Inc., but at some point Greyhound cancelled the order but these were already built or otherwise in production. So the manufacturer had to get rid of them, and UTA was able to get them 'on the cheap', at a substantial discount.
These buses therefore, were not designed for short-haul use, even within a Metro area. Also there are some serious issues about ADA compliance, as some have recently found that not all generally-used mobility assist equipment will fit properly in them. This includes power scooters and wheelchairs. It takes some 10 minutes to prepare, load/unload a wheelchair/scooter, and finish up afterwards. Most other buses on the fleet you are done with this proceess in usually two minutes.
Saturday, January 26, 2008
Another sham hearing on the way, involves Route 35.
UTA again is setting up a sham hearing to say, 'oh yes, we took public input', but the facts of the case indicate that they are going to do what they propose, forget what anyone says contrary to it.
The plan is to make Route 35, which runs from Millcreek TRAX on 3300 South to 35th South and then all the way out to Magna, about 9200 West or so, a 'Bus Rapid Transit' route, which would mean there would only be stops about every 2/3 mile or so, about that distance apart.
You can't do much about the I-215 interchange over 3500 South, that's just messy anyway. but it's eveyrthing else I have already noticed.
They have set up these battleship-gray shelters at about every light from 9th West out, these will be the only stops you can pick up a 35 anywhere after April Change Day 2008. That despite any honest input from the riders. That means that the disabled, and many others, will find the route unusable for everyday use, despite the fact that the BRT route will still run every 15 minutes. Also, the 33 is not included in this plan, so the sense of discrimination and inequality will be there as well, a very large number of residents and shoppers and business owners depend on traffic from this route.
Often the buses are so heavily used, that they can often run just late enough that they run early. Observed this yesterday at 56th West. Got off there after observing activity on a run, and went across to see what I could get at the 7-Eleven, and about five minutes later, as I walked out of the 7-Eleven, I saw another westbound bus.
It may well be that the first one was late due to having to pick up a disabled rider, but that only drives home the point that those people rely on this route heavily. If the wheelchair or scooter that some use is battery-powered, they do not have enough juice sometimes to even get to or from the bus stop if it's far enough away, rendering the bus unusable, thus making the BRT line already noncompliant with ADA accessibility rules.
So unless there is a corresponding route that parallels on 35th South the BRT line, it may not be implementable under the ADA and the ISO 9001.2000 standard, because it will be a nonconforming route.
The solution, if they are so intent on putting the BRT limited service route in?
1. Rename the route 'R35'. The 'R' would signify it is a bus rapid transit route. That would separate it from the '35' required as shown below in 2.
2. Create an exactly parallel route, although it might only run every 30 minutes or so apart, and just number that one '35' as it is now.
That is required in order to avoid many problems, some possibly legal, and the dissatisfaction of users will definitely necessitate the above unless both 1 and 2 are implemented together.
The hearing is set for February 7th, I'm not sure where, although that is mentioned on a large announcement posted on some, but not all Route 35 buses.
The plan is to make Route 35, which runs from Millcreek TRAX on 3300 South to 35th South and then all the way out to Magna, about 9200 West or so, a 'Bus Rapid Transit' route, which would mean there would only be stops about every 2/3 mile or so, about that distance apart.
You can't do much about the I-215 interchange over 3500 South, that's just messy anyway. but it's eveyrthing else I have already noticed.
They have set up these battleship-gray shelters at about every light from 9th West out, these will be the only stops you can pick up a 35 anywhere after April Change Day 2008. That despite any honest input from the riders. That means that the disabled, and many others, will find the route unusable for everyday use, despite the fact that the BRT route will still run every 15 minutes. Also, the 33 is not included in this plan, so the sense of discrimination and inequality will be there as well, a very large number of residents and shoppers and business owners depend on traffic from this route.
Often the buses are so heavily used, that they can often run just late enough that they run early. Observed this yesterday at 56th West. Got off there after observing activity on a run, and went across to see what I could get at the 7-Eleven, and about five minutes later, as I walked out of the 7-Eleven, I saw another westbound bus.
It may well be that the first one was late due to having to pick up a disabled rider, but that only drives home the point that those people rely on this route heavily. If the wheelchair or scooter that some use is battery-powered, they do not have enough juice sometimes to even get to or from the bus stop if it's far enough away, rendering the bus unusable, thus making the BRT line already noncompliant with ADA accessibility rules.
So unless there is a corresponding route that parallels on 35th South the BRT line, it may not be implementable under the ADA and the ISO 9001.2000 standard, because it will be a nonconforming route.
The solution, if they are so intent on putting the BRT limited service route in?
1. Rename the route 'R35'. The 'R' would signify it is a bus rapid transit route. That would separate it from the '35' required as shown below in 2.
2. Create an exactly parallel route, although it might only run every 30 minutes or so apart, and just number that one '35' as it is now.
That is required in order to avoid many problems, some possibly legal, and the dissatisfaction of users will definitely necessitate the above unless both 1 and 2 are implemented together.
The hearing is set for February 7th, I'm not sure where, although that is mentioned on a large announcement posted on some, but not all Route 35 buses.
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