TriMet has posted a list of projects eligible for funding from the federal stimulous package. Only about $60 million overall can be spent, so TriMet is asking for public input as to which projects should have the highest priority. According to TriMet, the stimulous money cannot be used for operations (which is sad, because you could completely prevent any service cuts this year while using less than a quarter of the money). Capital projects proposed range from new bus purchases and MAX track heaters to maintenance equipment and pathway lighting.
Check out the whole list and share your personal priorities here, and (of course) with TriMet as well.
45 responses to “TriMet Seeks Public Input for Stimulus Fund Spending”
My first observation is that it would be very helpful for TriMet to include ballpark estimates for the provided list of projects. It makes it difficult to decide what to include if you don’t have an idea of the approximate cost.
I’d like to list a whole bunch of things, but high on the list would be bus purchases, and I wouldn’t want that to get bumped just because other, more expensive projects get mentioned too often in people’s feedback.
I’m just amazed how this “stimulus” thing is completely useless for most of us.
And if these project go to already existing TRIMET employees, then what the hell good is it?
They (we that is) already got jobs!
One more question, how are “they” going to make sure these jobs get to people that are unemployed?
This stuff is all going to be done either by TRIMET itself or contractors, all people THAT ARE CURRENTLY EMPLOYED!
It’s no different than the savings and loan bailout!
This stuff is all going to be done either by TRIMET itself or contractors, all people THAT ARE CURRENTLY EMPLOYED!
It is every bit as much of a stimulus to _keep_ people actively employed in the first place as it is to assist the unemployed.
The economy is headed in a negative direction… accelerating planned work helps slow the descent, even if it’s already-employed people doing the projects. In aggregate, it will increase employment over what would have been the case.
But rather than have this degenerate so quickly into debating the effectiveness or desirability of a stimulus bill, can we in fact try and prioritize the list of projects before us?
Al M, did you even read the list? If they go through with most of these projects they will be buying equipment, products and construction services from companies that are struggling. That will help those companies to keep people employed or expand their workforce to meet these orders. And as Bob R. points out, having money to pay TriMet employees for work that was needed but about to get cut is definitely what the stimulus is for: preventing those people from being laid off and falling into unemployment.
I dunno, I worry about the people that are LAID OFF, more than I worry about myself.
TRIMET can only cut so many drivers and mechanics, then there is no transit system.
Sure our version of CEO continues heaping ridiculous rewards on themselves, but there is no transit system without drivers.
I say again, this stimulus is not much different than the savings and load bailout.
It’s not helping most Americans.
They could cut our income taxes by 50%.
NOW THAT WOULD HELP EVERY SINGLE TAX PAYING AMERICAN.
The rest of this stuff is useless to us.
It took me awhile to realize that the list was alphabetical, rather than prioritized. There are a lot of different criteria to make these decisions, including information about how many times any of them has been postponed (e.g. garage roof repair).
Here is the list of things that would benefit the public:
listed in order of priority;
1-Track Switch heaters
2=Replacement buses
3-Banfield light rail station illumination improvements
Nothing should go to the new green line as far as i am concerned.
Bob R., I hope you also made your suggestion on the TriMet website comment form. The ODOT list is nicer in that it has the estimated price, plus the amount expected to be applied from the stimulus package.
I, too, am glad to see bus replacements on the list, although I don’t know how much they can use for that purpose.
As Bob said, it’s hard prioritizing projects without knowing how much each project would cost. I’d like to see TriMet spend the money on items that would help maintain their current operations: new buses, heated switches and ice caps for the next version of SNOW STORM 2008!, some of the repairs at the maintenance facilities, preventative maintenance… stuff like that.
The above items could save Trimet money in the long term, (i.e. the new buses could save money on maintenance and (maybe?) fuel costs) and improve reliability throughout the system. Seems like a no-brainer to me.
I agree that replacement buses are a must.
I’m not sure about the track switch heaters — in Portland’s climate, how often do switches freeze? We’re all still focused on the recent blizzard, but weather like that comes only once a decade or two. Or do the switches in the outlying areas feeeze more than I think they do?
I agree that none of the stimulus should go to the Green Line, whose construction I thought was fully-funded already. The stimulus ought to go to projects that aren’t (yet) funded.
I didn’t see bus shelters anywhere on that list. Did I miss it? In traveling around the area, I’m struck by the number of bus stops that don’t seem to have shelters; I’ve also seen some shelters that don’t have timetable posters, etc.
TriMet may have some rationale for deciding which stops will have shelters and which won’t, but the rationale escapes me.
In Europe last summer (mostly in Holland), I was struck by the fact that every bus stop seems to have a full shelter with an up-to-date timetable poster. I think those shelters may be the responsibility of advertising companies (ClearChannel and JC Decaux), which (I guess) provide the shelters in return for the ad space on the end panels. I’m not sure of this, though.
The bus system really needs capital investment!
Mike
Here are my draft comments to TriMet… sorry this is a bit long, it basically includes the full text of TriMet’s list, reordered by me, with comments added.
Introduction
Methodology:
Because cost estimates were not provided on the project list, it is unclear how to arrive at an exact number of projects to prioritize. For this feedback, I have divided projects roughly into four tiers… top-tier projects should be considered first, and if funds are remaining, second tier projects, and so on. Presence in the fourth tier does not mean a project does not have merit, just that it should not be accelerated with the stimulus at this time compared to the other projects.
Additionally, there is a list of projects which could not be categorized, either because more information is needed, or the purpose of the project is not clear.
Finally, I’ve provided a list of additional projects, if TriMet is able to consider items not on the original list.
Project Listings
Tier 1 – Very High Priority
Replacement buses
TM buses are older than the FTA standard for replacement.
Comment: TriMet does a good job with vehicle maintenance, but an increasing percentage of the fleet is becoming quite long-in-the-tooth. Customer amenities are generally improved on newer-model buses as well. At minimum, TriMet should immediately replace all non-low-floor vehicles. Consider articulated buses for some crowded routes, especially routes which do not utilize the Transit Mall.
Track Switch heaters
Retrofit critical track switches with switch heaters.
Comment: Recent winter weather events have shown that keeping transit operational, frequent, and reliable is paramount. Looking back over the last 10 years, it appears these events are happening more often than originally anticipated in the original system design.
Ice Cap Installation on the I-205 light rail Catenary System
Exposed to notoriously hostile “East County” weather along its entire length, OCS ice caps will facilitate Green Line operation when it’s most needed.
Comment: If contingency funds remain when the Green Line project is complete, this should be done with those rather than stimulus funds.
Tier 2 – High Priority
Bus Street Maintenance Projects
Street Repair on SW 3rd and 4th Avenues, and the construction of concrete paving at bus stops on Columbia and Jefferson.
Comment: High-traffic bus streets should have concrete bus-pads to prevent serious wear-and-tear issues (both road surface and the buses themselves) and improve rider comfort.
Intersection repairs along Morrison/Yamhill Streets
Reconstruction of both the sub-grade and sections of mortar set pavers at the following intersections:
SW Morrison & SW Yamhill @ SW 2nd.SW 3rd. SW 4th, SW 5th, SW Broadway, SW 8th, SW 9th, SW 10th, and SW 11th.
Lift Vehicles
TM to purchase Lift Vehicles.
Comment: Vehicles purchased, if possible, should provide for easier boarding than current vehicles to improve efficiency and passenger comfort.
Powered switches at Hollywood Pocket Track
Extend Pocket Track and power 6 switches to allow staging trains for special events flexibility to turn back service (esp. in winter if Gateway is iced over), remove broken down trains from busy mainline operations, and stage gap trains.
Comment: There are a number of powered-switch proposals listed… these should be prioritized based on breakdown trouble-spots, more than special event staging.
Powered Switches (4) at Lloyd Center
Convert existing manual switches to powered switches to allow quick conversion to single-track operations in case of accidents or track/OCS maintenance. Project includes required signal work to allow remote switching from Central Control.
South Transit Police Precinct at Clackamas TC Garage
Tenant improvements to retail space of 1st floor CTC garage, approximately 2,000 ft2 @ $300/ft2 for transit police substation. Project includes office space, staff locker room, and two plumbed holding cells.
Comment: If this facilitates the ability to keep more transit officers on-duty and reduce response times, it is worth doing. Otherwise, it may be a lower-priority.
Tunnel radio system replacement
Upgrade of tunnel radio system along entire 3-mile length of West Hills Tunnel to permit use of newer 700 MHz radios, in addition to current 800 MHz radios. City of Portland and Washington County fire and life-safety personnel will be using upgraded radios in the near future and will require upgraded frequency capability in the tunnel.
Type I LRV refurbishment (13 LRVs)
Periodic major overhaul of Type I LRV fleet is required to ensure long-term operation and reliability. Refurbishment of 13 of the 26 type I vehicles has been completed.
Tier 3 – Medium Priority
Banfield light rail station illumination improvements
Upgrade existing lighting at eastside LRT stations from Hollywood to Cleveland stations.
Comment: TriMet has already made moderate progress by increasing output of lamps used in existing fixtures and replacing globes.
Cross-mall transit tracker
Install Transit Tracker at 12 bus stops in downtown Portland not on the Mall.
Comment: All of downtown is a very high transit-usage area and high-quality amenities should be provided at busy non-mall stops.
Bike Parking Improvements
Replacement of existing deteriorating bike lockers, and construction of up to six bike stations (secure, covered, high capacity bike parking facilities).
Comment: Bike stations are part of draft recommendations for the Eastside MAX station area planning process (this process is still underway and recommendations may change).
Gresham Central WB platform Access Control and Illumination Project
Upgrade existing lighting, and signage at the 82nd Ave. and Gresham Central Stations. Install fencing to provide access control on the westbound Gresham Central platform.
Lift BDS system replacement
The LIFT BDS replacement project replaces on-board mobile data terminals in all LIFT (para-transit) vehicles, and associated central equipment. The new Para-transit specific Mobile Data Terminals will allow for electronic manifests and turn by turn navigation, which allows for dynamic scheduling, greatly improving the efficiency of LIFT Operations.
Comment: LIFT service is the most expensive on a per-ride basis, so efficiency improvements on LIFT have a high impact.
Portland Mall Customer Amenities
Adaptive reuse of two historic restroom entryways outside the Pioneer Courthouse and an original transit mall shelter at SW 5th and SW Salmon. Structures will be leased to entrepreneurs as streetside café’s and print media outlets.
Comment: This was consistently expressed as a desire of the Mall CAC.
Powered Switches (3) at Beaverton pocket track
Allows eastbound trains to be turned back westbound to maintain Washington Co. service during tunnel incident. Also allows better train staging for special events.
Preventative Maintenance
Preventive maintenance includes activities such as maintenance of bus and rail vehicles including overhauls and rebuilds, and maintenance of buildings, track, elevators, catenary, substations, communications, and signals.
Replacement of broken Concrete at the Center Street Bus Facility
Bus parking and travel lanes are showing excessive wear and tear. Project includes removal of existing concrete, restructuring of sub-grade as necessary and placement of new concrete slabs.
Replacement of broken Concrete at the Merlo Bus Yard
Bus parking and travel lanes are showing excessive wear and tear. Project includes removal of existing concrete, restructuring of sub-grade as necessary and placement of new concrete slabs
Tactile Paver Repair/Replacement at 5 stations
Replace existing Detectable Pavers (Ryowa’s) at 5 eastside platforms on which the existing pavers are failing.
Wash equipment replacement at Center garage
Replacement of hydraulically driven wash rack at Center Street with electric drives. Wear and tear on existing hydraulic lines is excessive and line breaks are common. Budgeted for 2003, but deferred.
Tier 4 – Low Priority
Cleveland Station tail track
Upgrades two-train tail system to a single-track system allowing three trains into the terminus simultaneously. This is a preferred terminus configuration and is currently found at Expo, Government Center and CTC.
Fencing along the I-205 LRT alignment
Provide additional fencing to help prevent pedestrian intrusion into the green line R.O.W.
Gresham Central EB platform Access Control Project
Implement access control on the Gresham Central eastbound platform.
Comment: How critical is this, given the few platforms east of Gresham Central? Does it allow for better regulation of the westbound platform as well?
IT Server Room climate control system
Reconfiguration of the server room in to Hot and Cold isles saving electricity on air conditioning costs.
Comment: Would a better time for this be during some future larger-scale IT upgrade? Or is there anything on the roadmap along those lines?
Lighting along the Multi-use path adjacent to the I-205 LRT
The project would extend the lighting along ODOT’s Multi-use path south from the Woodstock LRT station to Monterey Ave within the CTC station area.
Merlo Fuel/Wash & Lift Buildings
Construction of replacement bus fueling and wash facility, and construction of a LIFT operations building.
Pedestrian Crossing Improvements
Upgrade street and rail crossings at various LRT stations to meet best practice standards with respect to general safety, ADA, and pedestrian efficiency.
Powell Facilities Maintenance building
Redevelopment of Blue Flame parcel adjacent to Powell Garage. Project has three elements and may be phased to meet stimulus timeline: construction of Facilities Management Building, construction of employee parking, and bringing the entire Powell facility up to COP landscaping standards.
Power Switch at Fairplex
Power switch to allow staging trains for special events and to remove broken down trains from busy mainline operations.
Repainting eastside light rail stations
Ad hoc repainting eastside stations has been deferred for both budgetary and logistical reasons. Repainting stations under a single coordinated effort could ease logistical issues and provide some economies of scale.
South Mall light rail terminus alternative energy project
Construct frame to support Solar (photo-voltaic) and wind power project, including 22 vertical axis wind turbines to be mounted on existing catenary poles in southwest Portland adjacent to the PSU campus. Apply for DOE grant for panel costs.
Comment: While potentially educational and symbolic, projects which do not directly impact operations or customer satisfaction should be deferred. There may also be private-sector funding opportunities for solar/alternative demonstration projects in this location.
Storefront Improvements Burnside/Skidmore
Create a ‘storefront’ retail/commercial space with storage along the westbound platform. Project would enhance safety and security at the Skidmore Fountain station. Project supports partnership with PDC to provide a new home for Saturday Market.
Tigard Transit Center – storm-piping repair
Existing stormwater pipes have extensive root intrusion, causing leaks and a need for annual root clearing. Project removes existing cracked concrete pipes and replaces them with root resistant pipes.
Underground Storage tank replacement Center Garage
There are 6 single-walled tanks that are to be removed and replaced with 4 double-walled tanks with improved leak detection. The tanks aren’t known to be leaking but are reaching the end of their useful life and are due for replacement.
Willow Creek Pocket Track
Construct new pocket track at Willow Creek in order to increase passenger capacity between Beaverton and SW 185th.
Uncategorized – Questions Remain
CCTV Camera’s @ Clackamas TC Garage Bus Layover area
Provide four cameras within bus layover area on the first floor of the Clackamas Town Center Park and Ride Garage.
Comment: How does this compare with other cameras (if any) already installed, and what problem is this trying to solve?
Elmonica Maint. Facility Roof Replacement
Existing roof was constructed as part Westside Project. New and persistent leaks require constant maintenance.
Comment: Is the age of the roof sufficiently old to expect these kinds of leaks? Is this something where the original contractor and/or insurance can contribute? Are the leaks in areas which affect operations?
Milwaukie Park-and-Ride
The Milwaukie Park & Ride currently planned consists of 315 parking spaces on nearly 4 acres.
Comment: Can this be integrated into the Milwaukie Light Rail project and qualify for other federal funds, or is there any way to structure this as a “local match” to leverage more dollars than simply using stimulus funds would provide?
Powered switch (1) at SW 11th Ave. Terminal – track 3
Allow quick removal of broken down trains from busy mainline. Provides efficient train staging for special events. Project includes needed signal work.
Comment: Is this needed once Yellow Line service moves to the mall? At that point, won’t the existing turnaround be mostly unused and available for staging and breakdowns without modification?
Rail Track and Structure Repairs
Purchase and install 10 pairs of Expansion Joints and perform track lining to remove speed restrictions.
Comment: Where are the repairs needed? Removal of speed restrictions on the Steel Bridge, would benefit all routes/trains and should be a high priority, removal of restrictions on individual lines, especially on lower-ridership portions of those lines, would be a lower priority.
Replacement of 4 hoists at the Center Bus Maintenance Facility
Complete removal and replacement of existing lifts, hydraulic lines and all control equipment. This project has been budgeted for and deferred multiple times.
Replacement of 1 hoists at the Powell Maintenance Facility
Complete removal and replacement of existing lift, hydraulic lines and all control equipment. This project has been budgeted for and deferred multiple times.
Comment: What is the condition of the existing hoists, and how would replacement help operations?
Systems equipment spare parts
Provide systems spare parts that are unique to the Green Line.
Comment: Is this outside the scope of existing Green Line funding? Is the Green Line under-supplied with regard to spare parts compared to industry standards?
Transit Tracker installation at I-205 MAX stations
The project provides electronic information display signs at I-205 stations. Signs provide real-time transit arrival and departure information for passengers at each rail platform. Also, signs provide public service and safety advisory information for passengers.
Comment: Does this mean additional signs not already a part of the project, or are there no signs at all in the current I-205 project? Will the signs serve bus riders at transfer points as well? Given that the I-205 alignment will have only one light rail line, operating at regular intervals, it may be more important to provide Transit Tracker at bus transfer points adjacent to the I-205 alignment.
Willamette Shore Line trestle repairs
Inspect and repair Shore Line trestles as needed to carry current operating loads and increased loads resulting from recently acquired vintage trolleys (donated by TriMet). Increased loading scheduled to begin Summer 2009
Comment: Can the trestles continue with existing lower-loads if the newly-donated trolleys are not used? There is a need to provided minimum service on the line (for legal reasons related to the Right-of-Way), but otherwise this does not affect primary TriMet operations. Trestle upgrades could be deferred until more is known about the viability of a Lake Oswego streetcar extension project.
Additional Suggested Projects
Ticket Machines
Although TriMet has pledged to improve maintenance procedures and has shifted ticket machine responsibility to Operations, I believe that more machines are required for basic redundancy. Machines should be added to all platforms where there is currently only a single machine, prioritized for platforms which are separated from other platforms by multiple street crossings (NE Lombard MAX Station, for example), and then by platforms with the highest level of boardings.
Bus Shelters
New bus shelters should be purchased and installed at an accelerated rate, prioritized by looking for stops where there is high boarding activity but no current shelter, and places where there is moderate boarding activity but infrequent service, making the use of a shelter more important in bad weather.
Bus stop Signs
An excellent near-term capital program would be to accelerate the deployment of new-style bus signs throughout the system. At minimum, Transit Tracker Stop ID numbers should be posted on all signs, new or old, and schedule displays should be distributed, with priority given to the least-frequent stops first (Paradoxically, stops with long headways are the ones where riders are most in need of schedule information.)
Steel Bridge Upgrades and Rose Quarter Interlock Upgrades
All MAX lines cross the Steel Bridge and pass through the Rose Quarter interlocks. During peak hours, a delay in this vicinity can cascade across multiple trains. Operating speeds on the bridge are low. If there are any near-term capital solutions which will improve reliability and speed through this critical area, they should be done.
Mike F: It’s true that switch heaters aren’t needed frequently (I think they would have come in handy maybe 3 winters in this decade), however they would make MAX the most reliable part of our transit system in a snowstorm, and the cost is relatively low for what you get (I can’t find the numbers now, but I’m pretty sure it was in the neighborhood of $2000 per heater and they didn’t need a ton of them). The lack of switch heaters was what kept MAX from being reliable in this last storm, the fix for the problem with buses (namely unplowed, hilly roads) would cost quite a bit more.
Bob: It’s a real shame that ticket machines weren’t on the list… do you think that might be because TriMet hasn’t designed new, higher reliability machines yet?
Bob:
Comment: How does this compare with other cameras (if any) already installed, and what problem is this trying to solve?
Security. Much of the installation of cctv has been funded by Homeland Security, but it’s possible the money simply ran out (or the time to use it did).
Comment: Does this mean additional signs not already a part of the project, or are there no signs at all in the current I-205 project? Will the signs serve bus riders at transfer points as well? Given that the I-205 alignment will have only one light rail line, operating at regular intervals, it may be more important to provide Transit Tracker at bus transfer points adjacent to the I-205 alignment.
No signs were ever included in the budget for I-205, which is really bare bones. The signs are capable of displaying information for nearby buses, but what I can see of the platform locations, they’re not particularly close to the bus stops, so the information wouldn’t be as helpful as one would like.
Bus stop Signs An excellent near-term capital program would be to accelerate the deployment of new-style bus signs throughout the system. At minimum, Transit Tracker Stop ID numbers should be posted on all signs, new or old, and schedule displays should be distributed, with priority given to the least-frequent stops first (Paradoxically, stops with long headways are the ones where riders are most in need of schedule information.)
This isn’t really an issue of insufficient capital funds; the replacement of bus stop signs is an operating expense — human beings to service the stops.
Jeff –
Thank you for the feedback.
For me, the bus stop signs blur the line… clearly the signs, poles, bases, accessories are things which must be purchased, but as an overall share of expense compared to the labor of installation, may not be the majority expense… What is the threshold for calling something a capital project?
Related: Are the stimulus dollars only for capital equipment/supplies, and not for associated installation labor? Or will they cover an entire project?
Bob R:
For me, the bus stop signs blur the line… clearly the signs, poles, bases, accessories are things which must be purchased, but as an overall share of expense compared to the labor of installation, may not be the majority expense… What is the threshold for calling something a capital project?
I used to have a pretty good answer for that, but over the last couple of years auditors have been playing a shell game with the terminology. At any rate, in this case the signs, poles, and information frames are in stock — or at least, a lot of it is. Coordinating the installation, getting the correct information in the frame, and getting the frame in the ground is more complex than one would expect.
Related: Are the stimulus dollars only for capital equipment/supplies, and not for associated installation labor? Or will they cover an entire project?
My understanding is that this is entirely for capital funds. That would certainly include labor involved in the project itself, but not in continuing operation. Again, the buses are a good example. The money can be used to buy buses, but not to pay the operators to drive them, or the mechanics to service them or the cleaners to clean them . . . you get the picture.
Mike F:
TriMet may have some rationale for deciding which stops will have shelters and which won’t, but the rationale escapes me.
If you look at the appendix to the most recent TIP document (pdf available on trimet.org), you’ll see an exhaustive explanation of stop amenities. The placement of shelters is very simple: it’s based on boardings at the stop. Off the top of my head, the threshold for a shelter + schedule display is 100 boardings per day.
Like the addition of buses, what starts out as a capital expense quickly becomes an operating cost; someone has to drive the bus and someone has to maintain the shelter and the information. The schedule displays, in particular, are a vandal magnet. Any change on any of the routes on the display means having to visit the shelter and replace the information.
Hmm. First the blog kept bouncing my comments and now it’s repeating Bob’s. What’s the deal?
Jeff –
Our web host was having database connectivity issues.
Jeff F Says:
If you look at the appendix to the most recent TIP document (pdf available on trimet.org), you’ll see an exhaustive explanation of stop amenities.
Yep, p. 97 of the FY 09 TIP. Was also p. 108 in the FY 08 TIP.
The placement of shelters is very simple: it’s based on boardings at the stop. Off the top of my head, the threshold for a shelter + schedule display is 100 boardings per day.
Well, sort of. 100 is the threshold for the “high-end” Level 2 stop. A Level 1 stop needs 35-100 boardings/day. Level 2 requires a shelter, which is optional for Level 1. But Level 1 requires a bench, curb ramp, etc. And even a Basic stop requires a pole, sign, and schedule display (presumably the small one attached to the pole).
About a year ago, I visited Providence Hospital, which has 2 stops. The western stop seemed to be a Level 1 (shelter and schedule poster but no info display); the eastern stop had a shelter but the glass walls were completely bare, not even a stop number for me to call in on my cellphone. Maybe they’ve fixed it since then, I haven’t been back there. Maybe that one is an anomaly.
I doubt that every Basic stop has a schedule display. I can’t cite chapter and verse, but I’ve seen stops with just a pole, no further info, not even a stop number.
So OK, there are criteria; I guess that’s a good start. But if my observation is at all typical, they’re apparently not being met consistently. Does the TIP indicate when TriMet plans to have equipped all the stops according to the Basic, Level 1, and Level 2 criteria?
Like the addition of buses, what starts out as a capital expense quickly becomes an operating cost; someone has to drive the bus and someone has to maintain the shelter and the information. The schedule displays, in particular, are a vandal magnet. Any change on any of the routes on the display means having to visit the shelter and replace the information.
Yes, of course; the original investment is just the start. But somehow they manage this all over Europe, with 2-3 schedule changes per year. They act like they really care about customer service.
While I guess it’s reasonable to have some criteria, basing the amenities only on number of boardings indicates they’re not interested in increasing that number.
I get the impression that — at least in recent years since I’ve moved here — TriMet is not much interested in attracting bus riders. It’s another indication to me of TriMet’s neglect of the bus system.
I’m reminded of an old (possibly apocryphal) story from England. A certain small railway station came to be completely bypassed by trains — none stopped there. A group of residents petitioned the railway for some trains to stop there. The response was “Why would we do that? Our surveys show that no passengers are waiting there.” The analogy isn’t perfect, but you get the idea.
Mike
Some of these projects may be hard to evaluate unless you understand the rationale. For example, adding a pocket track at Willow Creek, which Bob places at the bottom of his priority list, is one of the items that could directly provide better service to more people, by allowing Red Line trains to turn back there, rather than at Beaverton Transit Center.
By more efficiently matching capacity with loads, whatever level of service that is affordable after the cuts could be deployed to serve the most passengers. This track would be used all day long, seven days a week, and would allow the Red Line service to contribute more efficiently to serving the stretch of track where it runs jointly with the Blue Line service.
Even though I work at TriMet, and have some preferences about what I would like to see the money spent on, I am really in no position to judge the cost-effectiveness of most of these projects.
I sure wish at least some of the money could be spent on operations.
I sure wish at least some of the money could be spent on operations.
Agreed.
I also think the ticket vending machine (TVM) issue is a problem for cash-paying MAX-only riders. Perhaps TriMet can figure out some way for them to become monthly/14/7-day pass holders instead.
However, given the list of projects on the list, I would support the following:
1. New buses
2. More new buses
3. Even more new buses
I was on the 78 from PCC-Sylvania to Tigard TC the other day, and was riding one of the same buses I used to ride when I used the route to/from work in 2000.
Doug –
Thanks for that information about the Willow Creek track.
I realize that time is of the essence, but it would be very helpful if the folks responsible for managing this list of projects at TriMet could repost them with A) cost estimates and B) justifications/history/need.
Even so, one of the factors that I used (but not the main factor) was that we’re apparently facing major service reductions… so capital projects which would provide capacity for expanded service might not be usable for awhile… turning trains at Willow Creek instead of Beaverton Transit Center, all other things being equal (or reduced) requires more operator hours to serve the same route (at least by my estimate, from the outside looking in.)
How should we examine this list, given the impending service cuts?
First of all, I agree about the lack of details. However, the less-than-professional grammar (e.g. “TM”, “Camera’s”, “@”) makes me think that this list was thrown together as the opportunity came up.
Regarding installing new signs, it seems like the installation labor should be funded since it results in people being put to work (which, I thought, was the goal) but doesn’t lead to a “slippery slope” (as Fred Hansen put it at the TriMet board briefing yesterday) caused by the Feds providing operating funding.
And regarding new buses, they can actually result in decreased operating costs, if they are more fuel efficient, cheaper to maintain, break down less, etc. than the ones that they replace. (The next/first new bus is slated to enter service next week)
Also, the Hollywood powered switches would have been useful when they shut down that part of the MAX line to replace the tracks. The fact that those switches are now powered is why the line had to be shutdown from Lloyd Center to Gateway, vs. just Lloyd Center to Hollywood.
And I thought the solar power at the PSU terminus had already been funded. And I would be curious how using this funding for bus purchases compares to the funding that the FTA typically provides for new buses. As well as what’s unique to the Green Line.
future larger-scale IT upgrade
Given TriMet’s budget, I don’t know if something like that is going to happen. But I’m curious how hard it is to do that project.
Lastly, there are two other new things on the TriMet Web site: news about the budget cuts and a map of the future downtown Portland bus stops.
turning trains at Willow Creek instead of Beaverton Transit Center
I’d have to check the video, but I do think that Fred Hansen (or maybe somebody else) inferred that they might not have the money to extend the Red Line right away if the Willow Creek turn around gets built.
Which reminds me of one other thing: Is the “Upgrades two-train tail system to a single-track system” really correct for the Cleveland Station tail track project?
If this is supposed to be a “stimulus” program, new buses should be JOB #1.
While I’m sure New Flyer will get an order, TriMet should also ensure an order is placed with a second company – Gillig comes to mind, they are a 100% American company in Hawyard, California. Another option is to encourage Daimler Trucks to replace the Freightliner factory in Portland with an Orion factory, and have buses built right here in Portland.
Once the buses are delivered, there will be job opportunities. Since most of the cost of operating a bus is in salaries, most of that money then gets recycled back into the economy – most bus drivers have to have a place to live (in the local area), eat (at local stores/restaurants), etc. While operating costs would have to be determined, I’d rather see a “stimulus” go to a long-term project, rather than a few week-long construction jobs that don’t actually “create” jobs.
Much of the list is of questionable value either for stimulating the economy, or even providing any value to taxpayers. Many of the projects are low cost and of little priority and can be funded as monies are available in the future. Even worse is that TriMet is seeking funding for projects that are clearly outside of TriMet’s jurisdiction, like lighting on the ODOT owned/operated I-205 bike path, rebuilding two restrooms outside of Pioneer Courthouse, storefront improvements near Saturday Market, and repairs to a trestle on a low-used tourist trolley line. (However, this document is the first that I’ve heard that two of the Vintage Trolleys are moving to the WST line.)
Once the buses are delivered, there will be job opportunities.
Unless they just replace older buses. Determining (additional) operating costs is not easy, especially now.
Many of the projects are low cost and of little priority and can be funded as monies are available in the future.
Maybe. But less-restricted money not spent on them is money that can go to operations.
two of the Vintage Trolleys are moving to the WST line
I found that interesting too. However, I do know that the fact that they aren’t accessible and don’t show up in Transit Tracker (at least in Streetcar’s NextBus system/displays) causes issues. But I’m pretty sure there’s a request to run them on the mall when that line opens.
Construction is stimulus. Buying stuff, not so much. New buses aren’t stimulus, particularly if they just replace old buses. We don’t need a few week-long construction jobs; we need years-long construction jobs.
Now, a project to significantly upgrade bus shelters throughout the Tri-Met system that will take three or four years to complete … there’s a stimulus project.
My general priorities are:
1) Deferred (and almost deferred) projects that will result in serious service disruptions and/or large cost when components fail. It makes more sense to do almost-deferred projects now – projects can cost several times more when done in an emergency situation
a- Elmonica Maint. Facility Roof Replacement
b- Underground Storage tank replacement Center Garage
c- Tigard Transit Center – storm-piping repair
d- Rail Track and Structure Repairs
e- Intersection repairs along Morrison/Yamhill Streets
2) Preventative maintenance projects – Let’s keep on top of this stuff
a- General Preventative Maintenance projects
b- Type I LRV refurbishment (13 LRVs)
3) Projects that encourage more transit use:
a- Cross-mall transit tracker
b- Milwaukie Park-and-Ride
c- Lighting along the Multi-use path adjacent to the I-205 LRT
4) Projects that keep us from having winter weather related service disruptions:
a- Track Switch heaters
b- Ice Cap Installation on the I-205 light rail Catenary System
Even worse is that TriMet is seeking funding for projects that are clearly outside of TriMet’s jurisdiction, like lighting on the ODOT owned/operated I-205 bike path, rebuilding two restrooms outside of Pioneer Courthouse, storefront improvements near Saturday Market, and repairs to a trestle on a low-used tourist trolley line.
Erik, I’ll grant you the last two, but the first two do have a rationalization:
1. The bike path was relocated by the Green Line project. The condition of the path and the improvements provided are somewhat TriMet’s responsibility. You can disagree that the green line should have been done in the first place, but once the project started, the bike path became an issue. However, if the original project budget allowed for a new bike path made to ODOT’s standards, then you are correct that anything beyond that is more ODOT’s responsibility than TriMet’s.
2. The issue of restrooms came up at many meetings about the transit mall, and was a request of many transit riders (bus and rail alike), and various recommendations came from the CAC. Normally, I agree that the city should provide adequate public restrooms, but there is a reason why this has come up for TriMet, and it has to do with the planning process for the Transit Mall renovation.
Not to belabor the issue too much, but the Willow Creek turnback would allow for more efficient operations even with reduced service levels. During any part of the day when schedules are dictated by ridership, rather than maximum reasonable waiting times, it is important to utilize vehicle capacity to the maximum. Because ridership drops off to a much greater extent after Willow Creek than it does after Beaverton, running Red Line trains to Willow Creek (assuming they are properly spaced with Blue Line trains) can carry the maximum numbers of people through the peak load points with a minimum number of vehicles.
That said, for a given level of service (for a constant number of vehicle hours), extending the Red Line means reducing the Blue Line frequency, which is then also a political issue.
When the tide is rising, giving less of an increase one place is easy. When it is receding, the necessary balancing may be a harder sell.
System-wide preventive maintenance and replacing broken concrete #1
Banfield/Eastside maintenance #2
After 23 years of heavy use this line is in need of repairs and safety improvements like lighting, as well as downtown intersection repairs, has anyone seen the trackbed at some of these intersections? cracks and big potholes.
New Buses #3
How about adding some articulated buses to the mix in addition to new standard size buses. Replace the 30-35 ft buses, I think these are the oldest in the fleet.
Certainly these are all needed projects but I fail to see how these alone are going to create any serious jobs. Real job creation economic stimulus should be providing TriMet with enough money for a full build out of the high capacity transit system in addition to these small projects.
With regard to which old buses will be replaced first, I believe that the first to go will be the Flxible’s (1700’s, 1900’s, some of the 1800’s). Since that company is out of business, parts are not available. Some are 40-ft, some are 30-ft.
Bob R. wrote: The bike path was relocated by the Green Line project.
If lighting was displaced by the Green Line project, it should have been replaced by the Green Line project and not as a Stimulus add-on project. In other words, it should have already been budgeted for – freeing up Stimulus money for other projects.
If lighting was not displaced, then it’s an add-on to an ODOT facility – which is not a TriMet responsibility (just as much as TriMet providing me with a safe crosswalk and lighting at my bus stop). Especially given that my bus stop is directly related to transit whereas a bike lane is not.
Another view is that since ODOT is an official project partner of the Green Line, and ODOT did have to provide some work for the project, why couldn’t ODOT ask for the money themselves as part of the statewide bicycle improvement plan? Again, just as pedestrian safety is not a TriMet concern, neither are bikeways – no matter how connected they are to transit facilities.
The issue of restrooms came up at many meetings about the transit mall
Does TriMet provide for public restrooms at Tualatin P&R? Tigard TC? Barbur Blvd. TC? Lake Oswego TC? Milwaukie TC? Clackamas Town Center TC? Oregon City TC? (Note that all of those are, or have been until very recently, bus only transit centers.)
In fact, there is a restroom at the Barbur Blvd. TC that has been closed to the public for decades; and TriMet also closed off the public restrooms at Washington Park MAX Station.
If the city wants to make an issue of public restrooms downtown, that’s a city – not a TriMet – responsibility. TriMet has already made it clear that it does not feel that providing restrooms is part of its responsibility (in part because of past security and janitorial concerns, both of which are likely justifiable) and simply having an existing structure on the Transit Mall should not usurp this unless TriMet likewise changes its tune elsewhere – again, demonstraitably (sp) at bus-only transit centers.
TriMet is a transit agency and needs to focus its energies on providing transit. It cannot tell me that it is in a budget crisis one minute, and then the next minute tell me it wants to spend money on non-essential, non-jurisdictional items like bike paths, restrooms, and the like – it needs to cut those first before a single transit rider is inconvenienced by a discontinued trip (bus, MAX, WES, LIFT).
Douglas K. wrote: New buses aren’t stimulus, particularly if they just replace old buses. We don’t need a few week-long construction jobs; we need years-long construction jobs.
Which is why I added,
Another option is to encourage Daimler Trucks to replace the Freightliner factory in Portland with an Orion factory, and have buses built right here in Portland.
That, my friend, is what is called Stimulus right here in Portland.
A factory that will pump out 1,000 new buses a year is going to stimulate our economy far, far more than a Streetcar factory that might deliver 10 streetcars a year.
The fact is Western Star Trucks will be built at the Swan Island truck plant until June 2010…assuming there are enough orders…, by which time I hope we are out of the worst of this.
Projects that improve efficiency and reliability while reducing operating costs should be moved to the top of the list.
Bob R.
2. The issue of restrooms came up at many meetings about the transit mall, and was a request of many transit riders (bus and rail alike), and various recommendations came from the CAC. Normally, I agree that the city should provide adequate public restrooms, but there is a reason why this has come up for TriMet, and it has to do with the planning process for the Transit Mall renovation.
Forgive me if I just read all this poorly, but I don’t think the proposal was about opening restrooms, but rather re-purposing the old entrances (and the surviving Mall shelter) for “streetside café’s and print media outlets. ” (and I have no idea what that last phrase means).
New bus shelters! LCD time readouts on major ‘frequent service’ lines!
Consolidate stops to allow higher level of service with lower operating costs!
New buses!
(oh, I’m a railfan, did I mention that?)
Erik –
Please note that I did put the adaptive reuse item in Tier 3 of 4 and the I-205 path lighting in Tier 4 of 4. My methodology was to try and prioritize every item on TriMet’s list.
Upon re-reading, Jeff is correct, this is not the proposal to implement a public restroom (that must have fallen under the city’s jurisdiction, I haven’t followed the discussion in over a year), but rather the proposal to re-purpose the existing structures for new uses.
Incidentally, the PDXTrains blog (a personal blog of a TriMet MAX operator) has a picture up of one of the newest buses to arrive, #2901:
http://pdxtrains.blogspot.com/2009/02/fw-img00006-20090213-1223jpg.html
Bob R. wrote: Please note that I did put the adaptive reuse item in Tier 3 of 4 and the I-205 path lighting in Tier 4 of 4. My methodology was to try and prioritize every item on TriMet’s list.
Respectfully noted, however there are some things on TriMet’s list that should don’t even deserve a priority consideration, they deserve to be eliminated from further consideration with prejudice.
Let someone reuse those bathroom structures and get a historic preservation credit. I’m sure Starbucks or Dutch Brothers Coffee or McMenamins or Pizza Schmizza could do it – without TriMet assistance.
Lenny Anderson wrote: The fact is Western Star Trucks will be built at the Swan Island truck plant until June 2010
And after June 2010, those remaining workers will be out of a job.
That’s some economic stimulus – eliminating jobs, when Portland could be front and center by redeveloping its manufacturing base towards building a product that is in extremely high demand and will be for years to come. There’s only one other bus manufacturer on the west coast (in California). The fact that the company which is based right here in Portland has the capability, the know-how, and the facilities…all it needs is a little prodding from the government to make it happen – to save and create high quality, high paying jobs.
Well, according to the prioritized list (which is online and I saw at the Open House on Friday), new buses aren’t on the list, but transit trackers in Downtown Portland and turning the old bus stop and rest rooms downtown into “print media” and ‘coffee’ outlets are.
Yes, I did put in a comment that they should be buying new buses with the money.