1) yeah man I'm relating an anecdote you can consult the rest of my account for details about what's going wrong (it's a lot) 2) no kidding, a "business" that doesn't turn a profit is also doomed to failure--wanna guess if any transit authorities in MA turn a profit? 3) just lol https://twitter.com/56tbirdJones/status/1042116410821025793 …
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While it might not be possible to achieve profitable operations, it goes without saying that the more of the budget can come from bus riders, the more accountable PVTA will be to bus riders. If it comes from taxpayers, then the taxpayers--not the passengers--are the customer!
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- Operating mentality! Although our bus schedules are better than, say, commuter rail schedules, there is still a prevailing mentality that most travel is for going to and from work--even tho our own data says otherwise:https://twitter.com/380kmh/status/992062099424792576 …
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Reductions in service on weekends and holidays are a self-fulfilling prophecy: they run reduced schedules because they expect less travel....which forces people to travel less because the schedule's no good!https://twitter.com/380kmh/status/956575786294706177 …
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Last one for now, similar to previous: the "core philosophy" problemhttps://twitter.com/380kmh/status/1040422866188230656 …
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It is taken for granted that transit is not supposed to provide general-purpose transportation, but rather transportation for the poor and those who can't drive. Never mind that many who are poor DO drive, and many who can't drive don't live near transit...
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...the flaw in this conception of the "purpose" of transit is simply that the best way to make a service that's useful for the poor is by making a service that's useful for *anyone.*
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Our roads, for example, are much better for the poor who can drive than our buses are for the poor who can't. Because our roads are expected to be used by anyone *as much as they can afford to,* while transit is expected to ONLY be used by those w/o a choice.
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The more people can use transit, the more useful it is, and vice versa:https://twitter.com/380kmh/status/1040419294130184192 …
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Should probably add one more problem, despite saying I'd stop at three: public involvement You know how grocery stores don't have to hold public hearings every time the prices change on, say, apples? Or every time they introduce a new product, or discontinue an old one? Yeah...
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Public involvement is something which can be very useful--but it isn't something INTRINSICALLY useful, and can end up being extremely counterproductive, time intensive, and wasteful of resources.
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What's more, the results of public involvement rarely have much bearing on transit operations, and the public is generally aware of (and angered by) this. It only makes people cynical to have them go through the motions, and since "lack of public feedback" isn't a big problem...
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...I think it's time to put the idea to rest. I promise that other businesses have ways of gauging customer feedback without scheduling public meetings--we can do the same in transit.
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So, summary: - Overhaul fares, prioritize farebox recovery - Overhaul schedules, prioritize consistency - Reduce public involvement & other "fruitless but feels good" requirements - Focus on overall travel market rather than low-income travel market
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MassDOT board discussed this yesterday, at a very abstract level. Board members concerned about having to make up PVTA, WRTA deficits, but also numerous RTAs haven't reassessed fares in >10 years.
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we raised our fares this summer--tried to several years ago, but guess what happens when every fare increase has to be approved by an advisory board that doesn't want to anger their constituents?
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