Sun, 12 Jun 2005
The Greater Baltimore Bus Initiative
The MTA recently announced a Greater Baltimore Bus Initiative. They are planning to restructure most of the bus routes in the Baltimore system, in what I believe is that first major overhaul the system has ever undergone.
On looking at the proposal for the first time, the initial impression I got was one of reduction. Four lines will be added (the 9, 28, 40, and 41) while 18 will be discontinued (the 2, 7, 10, 27, 31, 36, 61, 65, 86, 91, 98 (Hampden Neighborhood Shuttle), 102, 103, 104, 105, 150, 160, M6, and M12). (In most cases, each of the areas served by the discontinued lines will be served by a different line after the reorganization.) The reduction has both good and bad aspects. On the good side, it will simplify the routes significantly. As I've written before, the current routes are somewhat baroque, with lots of branches and optional sections. The new plan looks like it eliminates most of those, leading to simpler and more understandable routes, at the cost of convenience--many places will be farther from the buses than they are now, though the limit seems to be between four and eight city blocks.
On the other hand, there are several places where the MTA is simply cutting service completely, largely to the north and northeast of the city. The 83 corridor will remain accessible, but that service will stop at Hunt Valley Mall. Along the rest of the north and northeast portion of the current service area, service will stop at or barely outside the Beltway. The 8 will no longer go to Stella Maris; the 15 will stop short of the Beltway, no longer going to Rutherford Business Park, Windsor Hills, Ingleside Avenue, and Forest Park Avenue; the 19 will no longer go to Cub Hill or Joppa Heights; the 23 will not go to Hawthorne and Wilson Point; the M10's entire route north of Smith Road, which currently goes up to Greenspring Station, will be removed; and the M12's service will be dropped completely, eliminating access outside the Beltway along Stevenson Road, Park Heights Avenue, and Greenspring Valley Road, the latter of which renders Villa Julie College inaccessible. I know people who use some of those removed routes, and I have occasionally made use of some of them myself. Losing them makes Baltimore's public transit system much worse.
I'd say that the changes proposed are more bad than good. The "good" parts are mostly that the bus routes have been simplified and bus frequency increased in heavily-used areas. The simplification is not without its downside, though, since it leaves many people walking much farther to get to a bus. The bad part is that large sections of service are simply being removed, causing serious problems for anyone who uses those sections.
The MTA is holding community meetings this week and public hearings next week to solicit feedback on the proposal. (I have no idea what the difference between a "community meeting" and "public hearing" is.) The public hearings all start at 4pm on weekdays, with the exception of the one that starts at noon on a weekday. Needless to say, they're not terribly convenient for people who work. The community meetings, at least, all start at 6pm.
The Baltimore Sun has an article about the proposed changes.
Mon, 07 Mar 2005
MTA Proposes Route Changes
I recently discovered that the MTA is considering shortening several of its bus routes, including that of the 31, the one I use most often. Unfortunately, I didn't hear about it via the MTA's email announcement system, nor is it listed anywhere on their web site that I can find. I read about it in an article in the Baltimore Sun.
For the 31, they're planning to eliminate the portion of the route that runs between the Inner Harbor and Penn Station. I have an issue with this because I use that portion. I do things at night along Charles Street (which is one of the city's more active regions). Having a single bus to catch only a block away from my location is something I consider a good thing. Without the 31 running through there, I would have to catch a different bus down to the Inner Harbor (and have to worry about inter-bus timing late at night) or walk several blocks (through Baltimore late at night) to the Light Rail (and then worry about train-to-bus timing).
I will admit that, at that time of night, the bus isn't heavily used, but I'm never the only person that gets on in that segment of its route, either. There are also generally a good number of people on the bus in the mornings when it passes the Convention Center and starts heading north. That portion of the route is used, and cutting it out will only cause additional hassle for the many people that use it.
I have sent a message to the MTA regarding this. I'll have to see what sort of response I get.
More messed up MTA with no communication.
I haven't had problems with mass transit in a week or two. So I was about due, right? Right.
Went to catch the Light Rail on my way home from work. Based on the timing, I figured I'd catch the 6:24 scheduled train from Timonium Fairgrounds. From a distance, I watched a train go through at 6:19. Based on the track signals and the fact that trains are almost never that early, I figured it was just really late and that another would be through shortly.
This turned out to be true; another one ran by a 6:34, presumably the 6:24 scheduled one. I was assisting a couple of out-of-town women with directions and they hadn't finished buying their tickets, so I said, "Oh, there should be another one in ten to twenty minutes." (Reasoning that the next scheduled train (6:44) probably wouldn't be more then ten minutes late itself. More the fool I.)
Over the next twenty minutes, three trains went by heading north. At 6:57, another one same by going south. It drove right through the station without stopping while sporting a sign that said "not in service". Another train went by heading north at 7:12. Finally, at 7:18, almost an hour since I'd gotten there and running 45 minutes behind the last train, another train finally came by to pick us up.
At no point was there any use made of the loudspeakers at the stop, nor does there appear to have been any announcement made via the MTA's website or mailing lists. The transit police officer at the station didn't know what was going on. (Though the delays didn't stop her from doing a fare check once the train was underway.)
Light Rail Double Tracking
According to a recent announcement, the southern portion of the Light Rail will open completely on December 5th. No more shuttles, at least in that direction.
On the other hand, they're closing the northern portion (everything north of North Avenue) on January 3rd. And the shuttle bus system they have set up is confusing, to put it mildly.
From what I can tell, there will be three shuttle routes, designated 'A', 'B', and 'C'. 'A' shuttles will go to Falls Road. 'B' shuttles will go to Timonium Fairgrounds and Warren Road. 'C' shuttles will go to Lutherville, Timonium Fairgrounds, Gilroy Road, McCormick Road, Pepper Road, and Hunt Valley. No shuttles will go to Timonium Business Park, Mount Washington, Cold Spring, or Woodberry. Users of any of those latter stops are expected to use buses that run nearby. (Light Rail riders often use the trains to avoid those buses.) The Light-Rail-served terminus of the shuttle routes is not North Avenue (as one might expect), but the Cultural Center stop.
Confused yet? There's more. The 'C' route is a general service route that will run roughly the same hours as the Light Rails does: 5am to midnight on Monday through Saturday and 10am to 8pm on Sunday. The 'A' and 'B' routes are limited-time express routes: the 'A' will run from 6am to 10am and 2:30pm to 6:30pm; the 'B' will run from 6am to 9:30am and 2:30pm to 6:30pm. Both express routes will only run on weekdays.
They don't say what the more specific time constraints are. (Does "to 10am" mean that the last bus will start its last run at 10:00, or that the last bus will arrive at its final destination at 10:00?) They don't say how often the buses will be running. (Probably because there's either no set schedule or because the schedule won't be enforced at all; either would fit the behavior of the southward-running buses this year.)
Baltimore's MTA is not an option so much as a last resort.
I recently had the use of my sister's car for almost a month. During that time, I didn't rely on the MTA for my transportation needs, and I was reminded again just how inadequate Baltimore's public transportation system is.
I like the idea of public transportation. It's a more efficient method of travel, in terms of energy expended and pollution generated per person. I like the idea of settling back to read a book while someone else drives me to my destination. I even like walking from place to place, provided it's not too far. ("Too far" varies depending on my level of interest, but generally runs between 10 and 30 minutes of walking.)
In an ideal city, public transportation would be a useful way to travel around, smoothly moving you from place to place without inconveniencing you as you traveled. The city would have a subway or elevated train system with several lines that connected disparate portions of the city. Traveling within the city would generally be as simple as walking a few blocks to a subway stop, changing trains once or, at most, twice, and walking a few more blocks to your destination. Buses would fill in what gaps were left, as well as servicing the outlying areas that didn't have a subway extension or light rail nearby. Naturally, those trains and buses would have reasonable schedules that provided frequent and timely service while the organization running things would keep signs and scheduled up to date and inform riders of any problems with the service.
I don't live in that city. I live in Baltimore. Baltimore has one subway that allows people to travel between Johns Hopkins, Lexington Market, and Owings Mills. It has one set of Light Rail tracks (on which it tries to run three different lines) that will take you anywhere you want, as long as it's BWI, Linthicum, Howard Street, Timonium, or Hunt Valley. Most of the city is only accessible by bus, and those buses are frequently off-schedule. In some cases, such as the #8 route, the schedule serves only to give a rough idea of the travel time between two points; the buses are so erratic that the schedule cannot be relied upon to indicate when one will arrive.
The city is also bad at communicating with its riders. Light Rail passengers are occasionally forced to wait through several scheduled train arrivals for a vehicle, with no feedback from the MTA on what the problem was or when service would resume, despite the presence of public-address systems at every stop. (Not to mention the mailing list, where the timely and useful messages from the MARC division arrive in stark contrast to the mute silence from the Light Rail devision.) Bus routes get diverted without any effort to update the signs and schedules along the affected portion of the route. I've waited and I've seen others wait at stops that declare buses from such-and-such route will be by at so-and-so time, only to be disappointed, enraged, and disheartened when bus after bus fails to show.
I used to declare that when I got a new car I'd eschew its use for day-to-day purposes and continue to rely on public transportation, giving me time to relax and read while allowing me to spend less money per month (a monthly bus pass costs less than a month's worth of gas for me). Much as that would be a good and ecologically sound idea in an ideal city, it's one that's far too annoying in a city as inconvenient as Baltimore.
MTA Plans New Management System
The MTA announced a few days ago that they would be implementing a new system to track and report on the state of their vehicle fleet. The Baltimore Sun has an article, and the Department of Transportation has some details. They say they'll be done by 2006; no indication on when they'll start putting things in.
It looks like this could be very nice and should address a few of my complaints about the MTA. The Next Train Arrival signs should nicely handle my complaints about not being notified when things go wrong and trains get delayed, while the Next Vehicle Arrival signs will do the same thing for the buses, a feat that's currently pretty much impossible.
They tout a public announcement system that "will provide audio announcements at Light Rail, Metro & MARC passenger stations." Of course, they already have this, at least at Light Rail and MARC stations--the MARC system even gets used. Perhaps they're just indicating that they'll begin to use the ones at Light Rail stops, too.
With the buses being tracked in real time, they'll be providing real-time trip planning, which will also be a nice added feature. This will be available via the MTA's website; with any luck, it'll be simple enough that I will be able to write a program to get an overview of my trips to and from work right before I leave.
The Automatic Passenger Counter should be nice for redistributing routes and schedules based on actual ridership.
And finally, they mention that the buses will be controlled via wireless LAN. I hope they've got good safeguards on those.
SO the new system looks good. It's at least got the potential to make public transit in Baltimore a little better. Just how much of that potential will be realized remains to be seen.
The MTA Sucks
Public transportation is a good idea, it really is. Maryland just happens to have implemented it in a rather sucky manner. And I get to deal with it.
I was actually up earlier today, so I figured I'd stop at Baltimore Coffee and Tea for chai and a bagel to server as my breakfast/lunch. I missed the bus I was aiming at, which was my fault because I was a little late and it was on time. I caught the next one, which was three minutes late.
Got on the Light Rail in Baltimore and off next to Baltimore Coffee and Tea, ten minutes later than scheduled. Well, I still had ten minutes before the next train, and it was probably going to be late, so I went and got my food. Came back ten minutes later to see the back of the train receeding along the tracks.
Now I made my big mistake. "Oh," says I, "I can just go catch the 8, rather than waiting twenty minutes for the next train." I walked for six minutes to the bus stop, then waited for another twenty-five. In that time, two buses were supposed to have gone by. None did. From past experience, I really should have known better than to trust the 8 when I needed to have anything resembling a schedule.
I ended up walking back to the Light Rail stop and taking the next train, which was only seven minutes later than scheduled.
All told, if I'd left right after missing the first train, I could literally have walked to work and gotten there sooner than I ultimately did.