Despite millions of dollars spent on new bike lanes and other transit improvements, people still favor cars when it comes to commuting in and around San Francisco, a new report by the city’s Municipal Transportation Agency concludes.
“We can change the roads, but human behavior hasn’t changed since William Shakespeare started writing about it,” quipped SFMTA board member Art Torres.
And people like cars, whether it’s their own or a hire…
Commuting by bike, which surged by 140 percent between 2005 and 2015, has dropped in recent years… (more)
It is very heard to force people to do things they don’t want to do. Is changing public behavior the proper role for public servants in Democratic society?
Muni began closing the Kirkland Yard on weekends starting in June, a move that union members allege has exacerbated a shortage of drivers.
The City closed two bus yards this summer amidst a Muni operator shortage, potentially straining already worn-to-the-bone bus drivers.
That’s the allegation of the Transport Workers Union Local 250-A, which represents Muni operators.
And, TWU Local 250-A President Roger Marenco said, that decision likely exacerbated the citywide Muni slowdown… (more)
Complaints are the only way to deal with people who are too “smart” to listen to reason. These people do not know the meaning of customer service and they need to be taught how to deliver it or get out of the public transit business.
Complain to the Mayor and the Supervisors and to Ed Reiskin and John Haley. It is their job to run the buses if they want people to take them. And send your comments to the newspapers. They are all covering the traffic and Muni meltdowns.
Transit woes? Escalator at brand-new Transbay Center already out-of-service
By Michelle Robertson :sfgate – excerpt
If you’re in a public transit station and all the escalators are functioning, you’re probably not in the Bay Area… (more)
Although San Francisco has spent billions of dollars on public transit, the high number and locations of Transit Deserts explain public dissatisfaction—particularly for lower-income people in outlying and southern neighborhoods. Inefficient cost/ benefit infrastructure projects, like the short 1.7 mile/ $1.6 billion Central Subway, have taken local funds from the rest of the Muni system—cutting routes and service disproportionately in isolated communities. Not to mention collateral damage to neighborhood businesses and peoples’ livelihoods. Or annual high operating and maintenance costs that cut bus hours. Going forward, we need to give priority to and accelerate cost-effective projects that improve San Francisco’s public transit system as a whole.
That trend has cooled slightly since then, but Seattle continues to see increased overall transit ridership, bucking the national trend of decline. In 2016, Seattle saw transit ridership increase by 4.1 percent—only Houston and Milwaukee saw even half that increase in the same year.
The bus driver: When buses get priority, riders prioritize the bus. Third Avenue is one of a few transit malls in the United States that restrict private automobile use.
As great as it would be to maximize the bus’s reign on the roads everywhere, that’s not always possible. Scott Kubly, the director of Seattle’s Department of Transportation, says making the system better mostly means spotting small fixes. “We don’t just focus on the big corridor projects,” Kubly says. “We are focused on making the small, surgical improvements that add up to something big.”… (more)
San Francisco needs leadership that begins and ends by focusing on customer service. Forcing all modes to share the road is not helping anyone. Giving private corporate interests priorities is not serving the public.
By Junfeng Jiao and Chris Bischak : smithsonian – excerpt (includes map)
Living in these zones makes it hard to access good jobs, health care and other services.
Transportation deserts were present to varying degrees in all 52 cities in our study. In transit desert block groups, on average, about 43 percent of residents were transit dependent. But surprisingly, even in block groups that have enough transit service to meet demand, 38 percent of the population was transit dependent. This tells us that there is broad need for alternatives to individual car ownership.
Shrinking transit deserts does not necessarily require wholesale construction of new transit infrastructure. Some solutions can be implemented relatively cheaply and easily.
[NOTE: In the article’s chart of 27 cities, San Francisco ranks worst.]
Commuters tire of the \shuttle bus shuffle that crawls through San Francisco streets. Crowded Muni is painfully slow and standing room only is hardly a ride worth taking when other modes offer clean, comfortable seats.
Transit ridership fell in 31 of 35 major metropolitan areas in the U.S. last year, including each of the seven cities that serve the majority of riders, with losses largely stemming from buses, but punctuated by reliability issues on systems like Metro, according to an annual overview of public transit usage.
The analysis by the New York-based TransitCenter advocacy group, using data from the U.S. Department of Transportation’s National Transit Database, raises alarm about the state of “legacy” public transit systems in the Northeast and Midwest and rising vehicle ownership and car-based commuting in cities nationwide.
Researchers concluded that factors such as lower fuel costs, increased teleworking, higher car ownership and the rise of alternatives such as Uber and Lyft are pulling people off trains and buses at record levels…
“Transit systems should deliver quality service to low-income people. But low-income people do not owe us a transit system.”…
OAKLAND — Despite crush-loads of passengers during peak commute times, the number of people riding BART is actually falling, forcing the transit agency to begin tough conversations about how to make up for lost revenue.
After six years of growth, staff anticipated a similar increase in the number of riders during the 2016-2017 fiscal year, which began July 1. Instead, the agency is reporting that ridership through December was 5.2 percent below what it projected. Weekend trips took the hardest hit, coming in at 9 percent lower than projected, compared with 4.2 percent for weekday trips.
In January this year, for example, weekday trips were down a little more than 4 percent, and weekend trips were down slightly more than 2 percent, compared with the same month last year. Ridership figures vary month by month, but BART staff said they are seeing a decline in the total number of riders opting to take the trains… (more)
Put the seats back on the BART cars if you want to compete with trains, taxis and Ubers! No one wants to stand on a moving vehicle. Why is BART considering service cuts, seat removal and fare increases if they are losing riders? Why would people want to stand on BART?.
It is one thing to convince yourself that you are perfect, but another to convince the public that they can trust you. BART needs to ask the public what they want instead of forcing changes they don’t want. The trains still have seats last I heard and they are comfortable seats or were the last I remember. Given the choice I would take the train.