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April 15, 2007

Comments

tylerh

Here Here!

Where is the best place to start lobby for this?

I posit that this would be GOOD for MTA/OCTA. A tough part about using to is getting to and from a freakin' bus stop. Jitneys want to carry as many passengers as possible, which means they want regular passengers on short trips. Can our central planners see the obvious synergy here? MTA / OCTA could get a dream feeder system FOR FREE under this proposal.

Thanks to the unions, the world's largest free market economy has the least efficient transit system.

Mr. Nitpicky

tylerh: The correct spelling is "hear! hear!" (because you are calling for an opinion to be more widely heard).

Pat

I used to work in the Civic Center. Many people used OCTA buses or Metrolink. Then OCTA changed the bus routes and bypassed the Civic Center, because the monopoly oligarchs wanted the routes to run in straight lines! This threw many people back into their cars--they simply could not transfer twice and make it to work in a reasonable time.

At least the lines are straight now, though, and we all know how important that is!

calwatch

The main problem with this is that you will just skim off the major bus routes. Imagine dollar vans on Bristol, Westminster, Bolsa, and Harbor, but no other service any where else, since no one will want to serve those areas. I think increasing taxis is a swell idea because they are licensed and bonded agencies. Unfortunately, state law enshrines the Public Convenience and Necessity provision, which is basically a means of ensuring that existing cabbies get protected. Jitneys, on the other hand, could just be those so-called "wild chicken trucks" that you see in equatorial countries where they just stuff people with little regard for safety. Yes, the libertarian argument would be that people choose their safety level, except when somebody actually gets hurt and sue everyone in sight.

The other thing is James Moore got his chance. They were called Smart Shuttles, they were tried out ten years ago, and they were uniformly deemed a failure. Mr. Moore should examine some of his papers on Smart Shuttle and evaluate why riders didn't like them. Hint: riders like predictability, and a schedule provides that. They don't like calling in waiting five minutes to an hour for their ride to show up.

calwatch

As far as the straight line thing, that's all Lisa Mills' fault (former OCTA CEO, 1997-2001). She pushed the idea through despite resistance from staff and riders, and she was forced to resign as a result. That has more to do with an individual incompetent manager and her lackeys rather than government as a whole (although the elected BOS and city councilmembers who hired this turkey deserve some blame as well).

Recycled Cholo

unfortunately ... when southern califas counties were granted authority to form transportation commissions (TC's), OCTA and MTA handed this responsibility over to their transit districts ... whereas Riverside and San Bernardino wisely created separate and more powerful transportation planning agencies with separate boards ... now to go and undue this separate authority and POWER from OCTA and MTA transit (and rail) folk .... pues ... buena suerte ... because without MTA and OCTA muscle ... the other so califas TC's and SCAG are just moscas ...

calwatch

Actually, OCTC and LACTC used to exist but were merged in the name of efficiency. In addition, LACTC and SCRTD were always at loggerheads over something, with LACTC pushing light rail to nowhere and SCRTD pushing the subway and the bus system. (Ironically, Tom Rubin, the CFO or SCRTD and one of the casualties of the SCRTD-LACTC merger, is now a big Reason Foundation writer.)

The reason SANBAG (San Berdoo's CTC) and RCTC exist is that their largest transit agencies (Omni and RTA, respectively) do not serve the whole county. When transit agencies serve the whole county, they generally merge with the CTC because planning staff can be shared. An example is San Francisco, where Muni and the CTC merged to form the SFMTA, and San Mateo County.

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