Fare Collection and Validation a Branding Problem for the MBTA
Posted: 2 February 2012 Filed under: Fare Collection | Tags: customer service, debt, fare collection, fare validation, fare validators, Green Line, MBTA, proof-of-payment, signage, transit branding, transport politics 3 Comments »Every day on the Green Line, hundreds of light rail trains open their doors to let passengers board and many folks board through the back. In many other countries, this isn’t so much a problem since fare collection usually happens on the platform.
Here in Boston, fare evasion is a way of life because not all platforms have fare validation machines and the ones that do barely make clear what they’re for.
Gator board signage has shown up at many stations with instructions on how to validate and why. They are very text-heavy and in the same style as the press release-style, copy-pasta signage that I first sought to correct and eliminate three years ago when I first started this blog.
Taking Resevoir as an example of this failure to bring attention to instructional signage and design that signage well, we see that the sign doesn’t stand out at all as you come down the stairs onto the platform. If you’re coming from the other side of the booths, you won’t even notice a sign because there isn’t one.
As riders come closer to the sign, it becomes apparent that the sign is a wall of text. If you actually read it, you learn the MBTA calls these booths ‘Fare Array Huts’. Otherwise, there is no clear warning about the penalty for fare evasion, which may as well be a good thing since there seems to be hardly a soul who gets ticketed and the so-called ‘Inspectors’ don’t make frequent inspections; it is almost an empty threat to warn of a fare inspection and penalty with no proper process to enforce it.
Once you get to the doors of the booth, there is even less of an indication of what these machines do.
Mayor Menino Weighs in on Draconian MBTA Cuts, Fare Hikes
Posted: 1 February 2012 Filed under: Funding, History & Culture, MBTA, Politics | Tags: Boston, bus lanes, commuter rail, debt, ferries, gas tax, legislature, MassDOT, Mayor Menino, MBTA, parking reform, service cuts, transit, transit oriented development, transport politics, transportation Leave a comment »
Menino has weighed in on MBTA cuts, fare hikes, but is long-term relief on its way from legislators on the hill? (Photo via Flickr user Dan4th)
Boston’s longest serving mayor, has now joined the pool of politicians to opine about the cut and hike proposals and put forth his recommendations for political and financial action. He joins Middlesex and Essex Senator Clark, Woburn State Representative Dwyer, Somerville State Representative Provost, Somerville State Senator Jehlen, and Governor Patrick himself, all of whom have essentially expressed interest and intent to raise the gas tax, which hasn’t been raised since 1991, to solve the Commonwealth’s growing transport funding problem.
Menino is clear in his support for the MBTA and the search for a better funding solution in his letter to MassDOT Secretary Davey and Governor Patrick:
As an alternative to fare increases and service reductions, I am eager to work with you, Governor Patrick and the legislature to identify solutions that will address the long-term fiscal debt at the MBTA. Transportation Reform has allowed the Commonwealth to operate much more efficiently, but we also need targeted investment in our entire transportation infrastructure. Despite the severity of the current proposal, it represents a one-year band aid. We are in desperate need of a dedicated revenue source and immediate action is needed to identify sustainable funding for the MBTA. I have long supported efforts to increase the gas tax and am very willing to discuss other revenue options as well. I also hope you consider efforts that may help relieve some of the Big Dig-related debt load that has been unfairly saddled on the MBTA.
Menino has thus far been very hands-off about an official stance on transportation, but has supported it through various initiatives that enable walkability and better health in Boston, including the build-up of bike lanes, support for the introduction of the HubWay bike rental system, and parking freezes within the city of Boston.
While I laud Menino for voicing his support for transit, I also hope he is also willing to offer raising the transit assessment for Boston for the City of Boston to pay more for the transport system that provides its citizens the mobility that enables it to not only be one of the most walkable cities in the US, but also enables it to exist in the first place.
Also on his agenda should be true parking reform and better cooperation with the MBTA to properly allocate road space to higher throughput transit services that force buses packed full of riders to compete with single-occupant vehicles during rush hour.
The current leader in parking reform has been San Francisco’s SFPark program, which has enabled San Francisco to maximise the revenue from its municipal lots and reduce the estimated 30% of city traffic that results from drivers circling the block looking for parking with market pricing of all off- and on-street parking.
Further, many cities like New York are reallocating portions or entire lanes of their roads to enable buses to make them more effective at moving people and keep them on schedule. Perhaps the road planners in the Boston Transportation Department need to expand their road design vocabulary and learn how to use the tools available to cities to squeeze more people moving capacity (not car moving capacity) out of their roads through this handy transport game.
We will soon find out if any of these politicians can put their money where their mouth is. Will they actually raise the gas tax and how far behind will public support be?
I will soon be posting a long overdue MBTA service cuts and fare hikes summary post in order to provide an easy, well-collected primer on the issue at hand, where this should go, and how to take action.
Consumer Advocacy Group Decries MBTA’s Sale of Station Naming Rights
Posted: 22 December 2011 Filed under: Funding, Politics | Tags: MBTA, MTA, recession, SEPTA, signage, station naming 1 Comment »
AT&T Station in Philadelphia, PA (formerly Pattison Station) - Will Boston's stations start getting new corporate names, too? (Image from Flickr)
The Public Citizen’s Commercial Alert released a public letter yesterday to MassDOT CEO and Secretary of Transport Rich Davey speaking out against the ongoing efforts to sell station names to corporations in an attempt to close the $160 million operating budget gap.
Commercial Alert is a Washington, D.C.-based consumer rights advocacy group under Public Citizen whose agenda is to ‘keep commercial culture within its proper sphere, and to prevent it from exploiting children and subverting higher values of family, community, environmental integrity, and democracy.’
This news came in yesterday evening from the Metro and was mentioned in this morning’s paper.
If the budget gap isn’t closed, the MBTA may have to reduce service or cut certain services entirely, but if the MBTA continues this path, the amount it will gain from the naming rights sale to close the gap is dubious. While Commercial Alert’s primary objection to station naming rights is mostly to do with their issue with over-commercialisation and the idea that the city is explicitly endorsing certain products, behaviours, services, and corporations through naming stations after corporations, they also pointed out a fact that we have seen before:
As you know, attempts to sell naming-rights to T stations have not been successful in the past. Taken together, the lack of interest from corporations and the vehement opposition of citizens to these past plans should be enough to suggest that selling naming rights is still not the right direction for the MBTA. Not only does this plan compromise the public nature of transit services in the Boston area, it is also unlikely to alleviate the financial strain the MBTA is currently facing. In other cities, transit naming rights schemes have not yielded significant revenues. In Philadelphia, the recent deal between Southeastern Pennsylvania Transportation Authority and AT&T will yield $3 million over five years. In New York, a twenty year deal to rename a Metro Transit Authority station after Barclay’s will yield only $200,000 per year. Were the MBTA able to raise similar revenues from its planned naming rights sales, they would amount to a drop in the bucket when compared to the reported $150 million deficit the MBTA faces for fiscal year 2013. Moreover, private corporations stand to benefit from any revenues the Transit Authority is able raise; consulting firms in the aforementioned examples have taken significant cuts of sales revenues, as they will in Boston.
While we may need to pinch pennies and make every dollar count (which the old MTA CEO set out to do earlier this year), we need to decide if selling the names of our stations is worth the effort. Before we can make that assessment, we need to wait for IMG Worldwide to finish their assessment of the market; no doubt they will find tepid interest from corporations as has been the case in the past and for other systems.
What’s In a Name? MBTA Sells Out Boston In Its Naming Rights Plan
Posted: 13 December 2011 Filed under: Capital Construction, Funding | Tags: CTA, economic recovery, MBTA, MTA, platforms, SEPTA, signage, station naming, transit oriented development, TTC 1 Comment »
Station naming is taking the front stage again, but where does that fit in with better public-private partnerships that can deliver better, more productive public spaces?
The question is on the table again as the MBTA moves forward with its interest in selling naming rights as IMG Worldwide as been announced as the firm that will conduct a ‘a thorough analysis to determine if there’s a market for naming rights and what the value would be’, according to Joe Pesaturo of the MBTA.
Boston is not unique in its operating budget issues, nor is it unique in some of its attempts to close the funding gap. About a year ago, Boston joined New York, Chicago, Philadelphia, Austin, Toronto, and New Jersey in the growing list of North American transit agencies trying desperately to close operating gaps with a funding concept that is an illusion and hardly effective for actually raising the revenues that agencies claim.
To bring it home, one of my followers on Twitter brought to my attention a sponsorship from 1997 to 2000 by Citizens Bank to rename State on the Blue and Orange Lines to State/Citizens Bank. The sponsorship eventually failed and the station’s name was reverted.
Ben Kabak in New York has written numerous posts on the issue (in the numerous links above), so I won’t bother rehashing a topic. I will however highlight one particular public-private partnership that Chicago capitalised on, which was the $4 million rehab of the North/Claybourn station, all paid for by Apple. If we’re going to be selling the system to private entities, why not work with them to refurbish the system or even build out revenue-generating properties without selling the property or rights to profits (Chicago lost $11 billion from a poor leasing agreement of its parking meters to Morgan Stanley)?
While we shouldn’t necessarily be relying on commercial entities to be paying for and completely refurbishing our public infrastructure just so they can use them as their own vehicles for advertising, public transport is in an ailing state. Budgets are tight and will continue to get tighter until the costs (of construction and maintenance) are reined in and publicly owned property can be made more profitable.
Of the latter, these public-private partnerships could be used to capitalise on unproductive, low revenue-generating properties owned by the state, such as station head houses, rights of way, and station platforms themselves. Looking at just Porter Square, why is the Shaw’s located so far away from the public transport hub that likely brings in the majority of its business from commuters picking up their groceries on their commutes home? Why is there not a passage under Somerville Ave to connect to a basement level of CVS or another business and provide a safer crossing of the major boulevard? This is the ultimate form of not only transit-oriented development, but also leveraging MBTA property as convenient and profitable real-estate to developers. We may be far from Japan’s platform-side malls and ramen shops, but it’s high time the MBTA start pushing its property and really engaging with developers and private entities to serve the public more directly.
I’d rather be able to grab a fresh bowl of ramen and groceries conveniently on my commute home than ride through Apple/Copley Square or Macy’s/Downtown Crossing, especially if I know that one initiative is more likely to keep the trains running, the lights on, and the buses well-maintained.
A Muddled Call to Arms by the MBTA Rider Oversight Committee as MBTA is Forced to Consider Fare Increases
Posted: 8 December 2011 Filed under: Capital Construction, Funding, MassDOT, MBTA, MBTA ROC, Politics | Tags: civic pride, debt, economic recovery, efficiency, fare collection, Green Line Extension, MassDOT, MBTA, monthly pass, MyCharlie, operating budget, service changes, service cuts, Twitter 1 Comment »
It may soon cost you more to walk through these gates, but a fare increase shouldn't be the only option on the table.
Eric Moskowitz from the Globe lays out the situation accurately and succinctly:
If the T does nothing, it faces a projected $161 million deficit for the fiscal year that starts July 1, as costs such as utilities, health insurance, and federally mandated paratransit service rise faster than MBTA revenue, the chief sources of which are fares (about $450 million a year) and a percentage of the state sales tax (worth nearly $800 million).
The T faced a similar situation last year but avoided a fare increase by implementing one-time measures such as selling future parking revenue to investors for a lump sum. The T has also tightened pension eligibility, streamlined labor costs (including switching from two operators to one operator on multiple subway lines), auctioned surplus property, and sold ads on everything from station walls to its website.
The T last raised fares Jan. 1, 2007.
Just in time to be a part of this discussion, the MBTA Rider Oversight Committe has released a plea to riders to speak to their representatives and advocate for better MBTA funding, which will hopefully run in tomorrow’s Metro:
Riders, now is the time for us to stand up and speak out. The T’s red ink is much worse than you think. Next year, without increased funding, your bus or train could be the one that stops coming. Do we want the transit system we can afford or the transit system that we need? Rally round, and get engaged! Come join us at the public meetings and support the MBTA. Help us by calling your local and state representatives to insist they finally address the T’s funding gap. Fellow riders, it’s our T. It’s time for us to defend it.
In their letter, they speak to the better senses of the public, as does much of the press, trying to inform and arm the public with information to help advocate for a better solution, but many of the more radical options have been left out of the conversation, at least outside of twitter.
The last time New York City had to face these issues a few years ago, local politics included more vocal pushes for alternative funding vehicles to prevent a massive fare increase and service cuts. (They happened anyway because New York politics is a mess and has been one for a while.) Beyond typical ignorant ranting of government largess and inefficiencies, there were calls to start congestion pricing, tolling East River crossings, and even tax local businesses’ payrolls (which has not gone over well).
Suffice it to say, all of these seem to be third rail topics that neither the press nor local advocates are willing to propose. While the ROC and others, including Secretary Davey himself, are pointing at the Commonwealth’s legislature for relief, the fact remains that none of them are standing behind a unified message of what to ask for from the legislature in terms of bridging the funding gap, especially considering the Commonwealth is already trying to deal with a tight budget for every other state agency.
From my experience on twitter lately, it seems riders are more concerned with the platform experience more than the funding mechanisms behind the MBTA, more quick to bash it for inefficiency and waste than grant the agency a shadow of a doubt and look into reports about the funding situation. Advocates and members of the public in the know need to step up, do a better job to make the facts and options more accessible to riders, and stand behind a more cohesive message.
All I’m seeing is repeated messages of what we don’t want and what we don’t feel comfortable bringing up. I’ll start by throwing my weight behind moderate fare increases, congestion pricing, parking reform (market pricing), and better long-term real estate deals on MBTA/state owned property. Perhaps we could get started on making public-private partnerships to assure funding, quality construction, and well-capitalised reconstruction of ageing stations and the Green Line extension, because simply selling naming rights of stations to corporations is really selling out the system.
MBTA Steps Up Its Game, Shares (In)Visible Results
Posted: 5 December 2011 Filed under: Capital Construction, Communication, MBTA, Red Line | Tags: construction, customer service, good government, MBTA, on time performance, platforms, Red Line, service changes, transparency Leave a comment »
The MBTA could work on its photography, but at least we have photos.
This morning, the General Manager’s twitter account pointed riders to an album of photos on Flickr covering the painting that happened at the Davis Square station this weekend. They also added a few photos of the continued work on the spot repairs they have been doing to the floating slabs along the Red Line, the primary project causing the ongoing weekend service outages of the Red Line north of Harvard.
Before Rich Davey was General Manager of the MBTA three years ago, photos of work on the T were few and far between. Months after I started tweeting about the MBTA (prompted by the phenomenal 2009 derailment of the Red Line, which I experienced personally on a train) and in May 2010, shortly after Davey took office, the MBTA created their twitter account to directly address customers in real time.
Davey was able to sporadically update riders with photos covering things like his visit to Korea earlier this year to tour construction of the first cars in the MBTA’s new order of bi-level commuter rail cars. This wasn’t nearly enough to assure the public of the work that it does and was far less than what the MTA in neighbouring New York City has been doing with Flickr to cover weekend work.
It’s good to see the MBTA has ramped up their own behind-the-scenes coverage of work, instead of having to be at the mercy of the press to cover their overnight and weekend work. This is photographic evidence to reassure the riders and general public that work is being done to the system, especially work that is invisible, but important, to riders. Now it’s up to the press, blogosphere, and twitterverse to get the word out.
At the same time, does it really matter that there are photos of work if trains are still late and the MBTA is unable to affect perceivable changes to service quality? Most riders will see these photos and immediately ask, ‘Why is my Orange Line train delayed?’
MBTA’s Fare Enforcement Campaign Dead on Arrival
Posted: 1 December 2011 Filed under: Green Line, MassDOT, MBTA, MBTA Bus, Politics | Tags: customer service, fare collection, Green Line, on time performance, signage Leave a comment »
New A-frame signs and vinyl adhesive placards adorned platforms across the system today as the MBTA moves forward with its latest push against fare evasion.
The MBTA is at it again, but this time they’re not simply introducing more inspectors to roam the system with a campaign to get people to ‘pay [their] fare’ because ‘…it’s only fair’. MassDOT Secretary Davey has announced he is introducing legislation next January to the legislature to make more penalties for fare evasion more severe. All that has been announced is the increase of the first time fare penalty to $100, up from $15.
According to existing legislation (MGL Ch.159 Sec.101), there is a 12 month grace period to pay the pitiful fine before they notify you of your late payment and give you an additional 90 days beyond that before they prevent you from renewing your license. That is, if you even get charged the fine by the inspector or police officer. More often, they will simply ask you to pay your fare. Furthermore, these fines are non-criminal citations that barely have the gravity to make someone think twice about evading fare.
While Secretary Davey has yet to formally introduce the legislation, I am honestly unsure how effective these big pushes will be over time if the MBTA cannot sustain the manpower for frequent and random sweeps by plainclothes Transit PD with concealed ticket readers/validators (like transit gestapo…). You should always feel pressured to pay your fare in case you get fined; the fact that people still don’t feel that way today is proof this has already failed.
MBTA General Manager Search Process Now Underway
Posted: 2 November 2011 Filed under: MassDOT, MBTA, Politics | Tags: General Manager, MBTA, MTA, New York City, search committee, transport politics Leave a comment »
So you think you can run a transit system? The three-person search committee is beginning to narrow down candidates.
Despite initially tepid response to the open position for MBTA General Manager (and MassDOT Rail and Transit Administrator), a number of applicants have stepped forward in the month since it was last reported on the matter.
From the Board of Directors, John Jenkins, Elizabeth Levin, and Secretary Richard Davey comprise the three person preliminary search committee who met this morning to begin screening the applicants who have thrown themselves into the pool thus far.
Their intent is to narrow down the pool of applicants to three to four candidates to present to the board with a group interview of selected candidates. So far, there are over 40 applicants with varying degrees of operational and leadership expertise, including candidates with experience from Toronto’s TTC to San Francisco’s MUNI. 13 of those were put to consideration this morning.
Aside from the desired qualities listed in the posting on the MBTA web site, the committee repeated its desire for candidates with good on-the-ground, operational expertise balanced with well-rounded experience across organisation operations and strong leadership experience.
Through all of this, will we end up with a GM who can lead the MBTA and continue with the internal organisational reform started by Rich Davey almost two years ago? Unlike in New York, where there has been enough political conflict to lead their last and most qualified CEO to resign, Governor Patrick strongly supports both MassDOT and the MBTA and we rarely see him bash either of them. Does it help that the Governor’s office is not more than 850 metres away from both the Secretary’s and General Manager’s office, just across the Commons?
Suffice it to say, the upcoming MBTA GM will be managing the 6th most used public transport system in the US with the greatest debt of them all. S/he will need to work closely with the Governor, Secretary, and legislature in not only securing the funds necessary to operate the economic engine of the Commonwealth, but also show competence in affecting effective reform in the nation’s most organisationally flat public transport operator. With little political friction to deal with (compared to that of the MBTA’s closest neighbours in the US), the next GM will be able to focus on actually running the system and the search committee will be able to look for a candidate who has more public transport operations experience than New York’s new MTA CEO, who is more known for his political and financial management savvy than his (nonexistent) transit experience.
The position remains open to applicants until the end of this year and the search committee will continue to filter candidates as they come in.
Secretary Davey’s Keynote at the MAPC Fall Council Meeting and Envisioning a Path to Better Transit Investment
Posted: 30 October 2011 Filed under: Capital Construction, MAPC, MBCR Leave a comment »This Wednesday morning, MassDOT Secretary Rich Davey gave the keynote speech at the MAPC fall council meeting. In it, he outlined the DOT’s progress in maintaining the Commonwealth’s infrastructure and its role in facilitating community growth within the metropolitan Boston area.
Of significant interest is his mention of the DOT’s new complete streets training programme to help local DOTs better plan walkable neighbourhoods throughout the Commonwealth. New York State had hit several roadblocks with complete streets legislation, despite support and pressure from many advocacy groups, legislators, and AARP, until the unanimous passage of a complete streets bill this summer.
Secretary Davey also spoke about his push for transparency within the DOT starting with the introduction of quarterly accountability meetings as part of general ‘efforts to make reform visible to the public.’
Read the rest of this entry »
MBTA Releases Commuter Rail Realtime Data to Developers
Posted: 16 June 2011 Filed under: MBCR, MBTA Bus, Signage | Tags: commuter rail, customer service, MBCR, MBTA, on time performance, realtime data Leave a comment »Realtime data or: How I Learned to Stop Worrying and Love the Bus and How You Might Also Love the Commuter Rail
Your MBTA app(s) will soon tell you whether or not your train is on schedule. (Image via Flickr)
The MBTA released realtime bus tracking data for all bus routes at the end of last summer and they haven’t looked back. Realtime tracking of buses has taken most of the worry out of riding the bus; even if it does have its glitches, it’s reliable enough to make riding more accessible for a whole swath of people who had previously been averse to riding buses, including this blogger.
Yesterday, the MBTA opened even more data up to the development community with realtime tracking data for commuter rail. Josh Robin, Director of Special Projects and Innovation at the T, led the announcement, impressing upon developers the fact that the feed is still in beta since there are still gaps in the data. In order to improve the consistency of the data, various backend technologies and practises still need to be improved at the MBCR, the MBTA’s contractor for commuter rail services. Read the rest of this entry »
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