Posts about RAC

Compare this to the paper farecards, which you can't use to get on a bus or train unless it has the minimum fare, and can't exit without adequate fare. If you don't have enough, you have to go to the Exitfare machine, which only take cash and are limited in number.

The WMATA Board asked for the SmarTrip price to go down to $2.50 to make them more affordable for poorer riders. However, officials started to worry. Someone could buy a SmarTrip for $2.50 (at a commuter store or sales office) with $0 value, immediately take a $4.95 long-distance ride or $6 airport bus trip, and throw away the card, basically cheating Metro out of up to $3.50.

Their best guess was that this could cost $1 million a month in lost fare revenue, plus quickly deplete the existing stock of SmarTrips. In my earlier post, I expressed skepticism that there would really be so much cheating, and they wait and see whether there is indeed abuse. They told the RAC last night that this would be an option, and they do have the ability to track how many SmarTrips go negative and then don't get used any more.

Or, they could modify the plan. They devised six options:

A: Wait and see. Drop SmarTrips to $2.50 but don't change the way any systems work. Track whether there is widespread abuse.

B: Rebate. Charge $5 for the card, but automatically give a $2.50 fare credit to the rider after they complete 2 trips. Basically, it's like paying $5 and getting $2.50 of fare on the card, but you have to ride a couple of times first.. This would require some small programming changes which they are researching.

C: No negative. This is the plan they suggested last week. It will require delaying until October so the Exitfare machines can be modified. They actually already have the SmarTrip technology installed, and won't cost WMATA much to reconfigure, but it will take a little time.

D: Don't reduce the price. Keep everything the way it is today, with $5 SmarTrips.

E: Require a minimum fare to enter. Instead of letting a rider enter with $0 on their SmarTrip, require $1.10 or more. That way, it's much harder to cheat. Since $1.10 plus $2.50 card cost is $3.60, only trips over $3.60 could result in a negative balance that costs WMATA if the rider throws away the card. Plus, someone who buys a card would have to put $1.10 on it to maximize cheating, which takes time and effort for little reward.

They estimate that lost revenue would be only $75,000 per month. This option would require some programming change and mean a small delay, probably until December.

F: Cap the negative balance at $2.50. The system could still let people go negative, but only to $2.50 in the hole. More than that and they'd need to use Exitfare. This means nobody can cheat, and most riders won't get stuck because many trips are less than $2.50 and most people who go negative start with some balance on their cards already. However, some people would need to use Exitfare. This would also require a delay until about December.

While I'm not sure I would pick this one, I suggested an option G: Sell all cards with minimum value. As it is, many cards at stores cost $10 for $5 of value, and many stores will simply start selling $7.50 cards for $10 instead. WMATA's old vending machines at stations with parking also can't handle different prices, so they plan to simply load them up with $7.50 cards and keep charging $10.

If all cards cost $5 and came with $2.50 of value, it would be difficult to cheat. If you purchased a card and then took a long trip, the most you could cheat is $1 on an airport bus, which is also possible under today's system. To cheat more, you would need to take more than one trip. This is very similar to option B, except you don't have to wait or take two trips first.

However, the primary purpose of the change was to reduce the barriers for riders with low incomes to get SmarTrips, since some apparently find the initial outlay of $5 to be an obstacle. Paying $5 but getting $2.50 in value could be better, since even if they got a $2.50 card with no value those riders would still have to load some money on at least before the second trip. But it still means that you need $5 right then and there to get a card.

I therefore lean toward options A (just drop the price), E (require some fare to enter), or F (only allow negative up to $2.50). If A, WMATA should pick a backup plan and know how quickly they can implement it. That way, if A does create excessive cheating, they could go right to the backup.

If I had to pick one, I'd say F. It's strictly better than C (no negative), except for the extra two-month delay and unless there's a substantially larger cost to modify the software to disallow negatives over $2.50 versus modifying it to disallow all negatives. But it eliminates the cheating opportunity while still allowing most riders to go negative in most circumstances.

What do you think? I'll compile your suggestions and send them to Ms. Kissal.

Currently, WMATA's policy is that there should be only a single phone number for riders to contact it about anything. That centralizes the process, which is an understandable impulse from an administrative standpoint, but it reduces the value to riders.

For example, the NextBus discs give the general customer service phone number, not a NextBus-specific phone. The first time I called, it said "say the service you want," so I named the bus line, not realizing that this was a general phone number. You have to say "NextBus." Why force people to go to that extra work? When I give a link to a page on wmata.com, I can link right to it. I don't have to tell people how to navigate from the home page.

Maybe some people will call the NextBus number, or the MTPD number, really wanting something else. But if all the numbers go to the same IVR system, just with different starting points, the initial prompt could easily say something like, "Welcome to NextBus for Metrobus. Say the name of the route or enter a stop number. If you want other Metro services, say 'main menu.'" The MTPD number could do something similar.

As Dennis has noted, it's not just on the phone where WMATA over-centralizes customer service in a way that makes it difficult for riders to report problems. Unfortunately, that sometimes leads to presentations touting the lack of complaints as evidence that things are working well when they actually reflect the difficulty of giving feedback. Accurate information might lead to a short-term uptick in reported problems, but that will only better reflect reality, and better help WMATA staff do their jobs and prioritize resources.

Peck said that WMATA is contracting with Mashery to actually serve the open data to third party developers. Mashery will host the data itself on their servers, and can manage load so that one application doesn't overwhelm systems and shut it down for everyone else.

Users and developers will be able to accept the terms and conditions with a single click, but Peck did not specify what the terms and conditions will be. If they're still too restrictive, many open source developers won't be able to use the data. I've asked for more clarification.

If you want to talk about this further with WMATA officials, the RAC is holding a public meeting to get a briefing on this initiative on Monday, July 19th at 6:30 pm. It'll be at the lobby level committee room at WMATA HQ, 600 5th Street, NW.

At the recent meeting on the 7000 series railcars, the security personnel changed midway through the meeting and the new officer wasn't aware of the meeting and turned some pople away. We'll ensure they have written information at the desk about the meeting. In case this happens again and the officers don't know, ask them to look for the paper notice.

That's not the only exciting event in the next few weeks. Tuesday and Wednesday, the Sierra Club is holding discussions on how to take the valuable sustainability objectives from the Greater Washington 2050 "Region Forward" report and actually move the region forward. Tuesday's is in DC with Harriet Tregoning and COG Executive Director Dave Robertson, followed by one Wednesday in Arlington with Chris Zimmerman and Robertson.

Also on Wednesday is our next happy hour, at Biergarten Haus, 1355 H Street, NE starting at 6:30.

Finally, the following Tuesday, July 20 is the next public meeting on the Medical Center "crossing" fiasco, MCDOT's earnest attempt to shoehorn earmarks for improving access to the Metro station and pedestrian and bicycle conditions into something that speeds motor vehicles.

In addition, the Board of Trade/COG task force on WMATA governance is having a public input session in the morning to hear ideas from the public. I've criticized its composition and Penny was skeptical about its value, but like it or not, the businesspeople and former government officials picked for the panel are going to be formulating a report.

I'll be there to give my constructive suggestions. Hopefully they are open to them and not already set on removing elected officials from the Board. That meeting is 9-11:30 am. Sign up at 202-962-3220 or submit written comments.

Chairman Towns and Members of the Committee,

Thank you for inviting me to testify today. My name is David Alpert and I am the District of Columbia Vice-Chair of the WMATA Riders' Advisory Council. I also report on and advocate for transit and better urban design through my Web site, GreaterGreaterWashington.org.

The Riders' Advisory Council was established by WMATA in September 2005 and serves as the riders' voice within WMATA. The Council provides feedback to the Board and customer input to Metro staff. Council members are appointed by the Board of Directors. The Council consists of 21 members, two from each of the District of Columbia, Maryland and Virginia, two appointed at-large and the Chair of the Accessibility Advisory Committee. Members use Metro's transit services — Metrobus, Metrorail and MetroAccess — and represent a diverse mix of ages, backgrounds and ways in which they use Metro.

WMATA experienced its worst year in history in 2009, and suffered a substantial loss of public confidence. The June 2009 crash on the Red Line and subsequent track worker fatalities catalyzed that change, and accelerated awareness of the larger problem, the growing disrepair of the Metrorail infrastructure.

Despite the challenges faced by WMATA, it remains a vital asset to the Washington region. A recent Washington Post poll found that 80% of riders rate the system positively. During this past month, Metrorail recorded three of its top five highest ridership days (April 1st, 2nd and 7th). This underscores the region's dependence on Metro and also highlights the need to redouble efforts to maintain and expand the system.

WMATA, its new Interim General Manager Mr. Sarles, and its future permanent General Manager as well as all employees must ensure that safety is their top priority. We need the best safety managers and a culture from the top that ensures that all employees respect and follow the safety recommendations. One day, hopefully very soon, the immediate safety crisis will be a memory.

At that time, we will wrestle with the much more difficult task of repairing a system that is chronically underfunded, both from federal transportation spending rules which contain built-in biases against transit funding, to state and local fiscal decisions which fail to adequately fund a system that has brought hundreds of billions of dollars in economic value to the region.

Failing to keep the system in a state of good repair also seriously threatens safety. While certainly not as dramatic as the incidents that have occurred over the past year, crowded platforms following service disruptions, crumbling platform tiles and out-of-service elevators and escalators are significant, recurring safety concerns.

Ensuring stable and sufficient capital funding for Metro is necessary to improve safety. As WMATA prepares to enter into its next capital plan on July 1st of this year, governments must also provide the resources necessary to adequately maintain Metro's safety and service, from specific safety recommendations from the National Transportation Safety Board to the everyday yet critical maintenance challenges.

Renewing the local Metro Matters funding agreement, which is currently under negotiation, is essential. Recent news reports have revealed that Maryland, in particular, has deferred some 2010 capital payments, may defer additional payments i n 2011, and may not be able to renew its multi-year commitment to capital funding. In the Washington Post poll, 62% of respondents said that the region should "provide more public transportation options, such as trains or buses" rather than "expanding or building roads."

The Council appreciates Congress's support for the $150 million annual federal capital funding for WMATA last year and hopes Congress will continue to provide these funds. Unfortunately, even continuing that appropriation annually and renewing the Metro Matters agreement leaves WMATA about $3.4 billion short of its identified capital needs over the next 10 years.

In addition, WMATA must secure support for its Operating Budget. Closing the currently-projected $190 million operating budget gap for FY2011 will likely require both significant fare increases and substantial service cuts. Proposed cuts could create long headways up to 30 minutes on rail and an hour or more on some buses, increasing crowding and driving many choice riders away from transit. Others would eliminate some service entirely early in the morning and late at night, stranding riders who depend on Metro to get to work at those hours. The General Manager's proposed budget even shortened rush hour trains and eliminated Yellow Line service at many times.

During recent public hearings on WMATA's proposed operating budget and imminent fare increases and service reductions, riders expressed a clear preference for increased fares over reductions in service. However, fares cannot be raised too greatly lest riders, especially the most vulnerable, be priced off of Metro.

Riders are not the only ones who benefit from good transit. The entire region benefits economically. The federal government benefits from greater productivity. And drivers benefit from reduced congestion on roadways. For that reason, the Riders' Advisory Council and transit advocacy groups have asked local jurisdictions to increase their contributions enough to forestall severe service cuts.

The Northern Virginia counties have taken the greatest steps in this area, explicitly making room in their budgets for greater support for transit. Elected leaders including some DC Councilmembers and many Maryland state delegates and county councilmembers have expressed their support. However, there remains a great deal of uncertainty about the amount the funding jurisdictions can or will ultimately provide.

Over the long term, federal, state and local governments must recognize the tremendous asset that Metro represents to the region and support it accordingly. A majority of residents in the aforementioned poll said that the region should find new ways to fund Metro, even if that meant raising some taxes.

Metro's budget difficulties are certainly not unique among the nation's transit systems. A recent study released by the American Public Transit Association noted that 84% of transit systems in the United States are planning to raise fares and/or decrease service, or have already done so. Metro does provide uniquely direct value to the federal government, and therefore we hope Congress and the states can work together to explore long-term funding sources.

In the midst of all of these challenges, WMATA must also find a new, permanent General Manager. The Council hopes that as the Board begins its search it will solicit input from all of Metro's stakeholders, including its riders and its employees.

Riders have expressed their vision for improvements at Metro. They want more reliable service, greater focus on customers, and clearer, more direct and more frequent communication from Metro, especially when things go wrong. While the General Manager must ensure a safe system, the region also needs a GM able to improve service quality and communicate effectively with the public to restore confidence. The Board should seek a candidate able to address Metro's long-term as well as short-term challenges and listen to stakeholders' views about those challenges.

Safety should top the list of Metro's core values. Effective oversight is also critical to maintaining safety and customer confidence in transit. Still, safety cannot exist in a vacuum. Statistics show that commuting by rail is approximately 34 times safer than driving, and many riders make a daily decision between the two.

Mandates that improve safety while maintaining service quality can greatly enhance transit; mandates that impair service in the long run in the name of safety will only drive commuters to other, more dangerous modes of travel. Transit must be safe; it also must not be permanently hamstrung in ways that actually make travelers across all modes less safe.

We are pleased that Congress is taking a strong interest in the safety and success of the Washington area's transit system. At the same time, safety for commuters in our nation's capital does not start and end with Metrorail. A US Department of Agriculture employee was killed by a driver after the recent snowstorm when the employee tried to walk to the Branch Avenue Metrorail station in Prince George's County, Maryland, where the sidewalks had not been cleared. A military truck closing roads for the recent nuclear security summit killed a bicyclist last week right in downtown DC.

WMATA safety issues have received considerable press recently, but the degree of press attention has been so great specifically because Metrorail fatalities are so rare, while fatalities on roadways are common to the point that we have become inured to these tragedies. This Congress should not ignore these larger safety concerns, and could draw needed attention to them by also conducting oversight into the ways in which our roadway designs, snow removal policies, and traffic law enforcement succeed or fail at maximizing the safety of commuters on all modes.

A safe, reliable, well-maintained and adequately funded Metro system will enrich the entire region, notably including the federal government. I thank you for the opportunity to provide testimony and would be happy to answer any questions you may have.

Over a dozen neighbors from all over Tenleytown worked together to open up paths and make walking safe and easy again, including Ben Nieva, Mike Sires, Steve Kelley, Athan Manuel, Angie Das, Hedda Garland, Felix Garland, Jenny McCarthy and Chris Frantz, as well as some whose names Neil might not have recorded.

That group focused on the street corners, which had become less passable with every visit by the plows. The delay of one day had allowed most owners and businesses to clear their sidewalks, but the hardening slush in the streets was still tripping people up. They even put down some salt and sand provided by the local Ace hardware store. The Current sent out a reporter, who also recorded an audio segment for WAMU.

Unfortunately, snow on many busy sidewalks had already condensed into packs of ice, preventing the group from clearing more. David and Rob were only able to clear about 60% of the sidewalk across Connecticut Avenue after two hours.

Many businesses and organizations also deserve attention for their lack of effort. In Tenleytown, Neisha Thai and several other establishments south of the Metro stood out. Circle Management left their construction site next to the Metro uncleared, while they or their tenants fulfilled the responsibility on the rest of their properties.

The Georgetown Day School shoveled its 42nd Street Sidewalks well enough, but its long stretch of sidewalk on River Road was left completely untouched. Finally, the National Park Service proved the worst offender, shoveling none of their many properties around Tenleytown. There are similar stories in neighborhoods all around the region.

But while other people let down their neighbors, it was reassuring to see so many people out on a snow day, helping each other out. Everyone came away knowing the others a little better as well.