They've apparently been quietly doing it since January of 2012, but I want to applaud RTA for officially making their GTFS (Google Transit Feed Specification) data available to the public, via the GTFS Data Exchange. Open data is really awesome. For those of you who know why open data is awesome, you can stop reading. For the rest of you, a basic primer.
So in this context, a GTFS feed contains the stop, route, and schedule data needed for a transit agency to get on Google Transit. Because Google is the all-powerful data-sucking beast that it is, and because they're really the first people to try to integrate multiple transit agencies' data on a massive scale, it's become a de facto standard for electronically publishing transit information. RTA has obviously had a GTFS feed for a while, since they've been on Google Transit since 2009. To my knowledge, however, while the feed URL was easily discovered with a little creative Googling, the data was not officially publicly available. That meant that the only people who could incorporate it were Google-- and that the vast ecosystem of transit app developers using public GTFS data couldn't incorporate RTA's information as well. This includes not only transit apps like HopStop, but also things like WalkScore, which incorporates transit information and travel times, and AutNo, which allows you to search for apartments within transit commute distance of your work.
Now, with publicly-available data, those tools can integrate RTA's transit schedules in order to give people a better idea as to what their transportation options are-- especially when looking for new housing choices.
What I'd love to see next is the integration of real-time arrival data (which, unbeknownst to many, RTA does have) into the GTFS feed, so instead of a trip plan based on schedules, Google Maps could give you a routing based on which buses were on time, which were late, etc. You might find that a connection that you should, on paper, just miss is actually running a few minutes behind, saving you a long wait, or that, because your bus is late, taking another route might get you there faster. Transit aficionados like myself already know that sort of information, but it'd be cool to make it available to anyone via their smartphones.
Still, though, kudos on the open data, RTA.
Showing posts with label google transit. Show all posts
Showing posts with label google transit. Show all posts
Monday, June 24, 2013
Thursday, January 19, 2012
We're waiting, Sunline!
San Bernardino County, despite being a bit larger than Riverside, long ago became the first Inland Empire county to be completely covered by Google Transit. At the time, Sunline Transit Agency, the major transit provider in the Coachella Valley, was the only agency in Riverside County not to be covered by the transit trip planner. At the time, the agency's web site listed Google Transit as "coming soon," and had for several months. It's now been several years that that tantalizing graphic has sat upon Sunline's web site, and we still don't have Google Transit data for the agency. This is despite the fact that they have a Google Maps-based bus tracker, and have thus geo-coded every stop in the system.
Sunline, release your schedule data and join Google Transit already!
Sunline, release your schedule data and join Google Transit already!
Monday, January 3, 2011
2010: The Year in Transit
You know I had to. Here's a look back on Riding in Riverside's second full year of raging against a very specific machine.
In January, I covered the slashing of IE-OC Line Metrolink service (and got in the LA Times for it), wrote about how green and automobile ought not be used in the same sentence, and found a still-elusive feature of LA's TAP card.
In February, I asked why, in my relatively walkable neighbourhood, people don't walk, celebrated the first Zipcars in the IE, and noted the differences between those who cycle for fun and those who cycle to get around.
In March, I noted the experience of fellow UCR students heading home from the March Forth Rally, approvingly noted the approval of both a new transit centre and mixed-use development, and I had a moment of bike-related frivolity.
In April, I took a personal tour of RTA's Third Street operations and learned a bit while I was at it, shared my perspectives on biking San Francisco, and proposed a liquor tax to fund late-night transit.
In May, I ranted about auto addiction, ranted about the state of American social services, and the persistent-but-irritating myth of empty buses.
In June, I reported on residential obstruction on the Perris Valley Line, tried to encourage others to give up their car, and contrasted the airport transit experiences of LA and New York.
In July, I mused on what a sustainable civilization would look like, suggested a few ways to make Riverside more bike-friendly, and pitched the Eco-Pass to city leaders.
In August, I tried to find balance in a bike-crazy blogosphere, pointed out why March Field is a lousy site for HSR (and got featured on the CA HSR blog), and told our city officials to take the cars off welfare, starting with their own.
In September, I wrote about Riverside's illegible network, celebrated San Bernardino County's Google Transit victory, and suggested local preference policies for Riverside.
In October, I ranted about skaters in the bike lane and cyclists on the sidewalk, reported on an eventful Bicycle Advisory Committee meeting, and an election of some kind garnered mention.
In November, I called for riders to stop calling themselves commuters, reported on some disappointing electoral results, and relayed the sad story of a parking lot owner whose subsidized parking was stolen from him.
In December, I was mostly quiet- thanks a lot, parents who refuse to drive on highways served by cell service. However, I did manage to review Metrolink's new fleet, defend the initial CA-HSR segment in the Central Valley, and tell you why you should care about the difference between the federal and California MUTCD's.
That's 2010, the year that was. May 2011 bring you less suckage and more transit!
In January, I covered the slashing of IE-OC Line Metrolink service (and got in the LA Times for it), wrote about how green and automobile ought not be used in the same sentence, and found a still-elusive feature of LA's TAP card.
In February, I asked why, in my relatively walkable neighbourhood, people don't walk, celebrated the first Zipcars in the IE, and noted the differences between those who cycle for fun and those who cycle to get around.
In March, I noted the experience of fellow UCR students heading home from the March Forth Rally, approvingly noted the approval of both a new transit centre and mixed-use development, and I had a moment of bike-related frivolity.
In April, I took a personal tour of RTA's Third Street operations and learned a bit while I was at it, shared my perspectives on biking San Francisco, and proposed a liquor tax to fund late-night transit.
In May, I ranted about auto addiction, ranted about the state of American social services, and the persistent-but-irritating myth of empty buses.
In June, I reported on residential obstruction on the Perris Valley Line, tried to encourage others to give up their car, and contrasted the airport transit experiences of LA and New York.
In July, I mused on what a sustainable civilization would look like, suggested a few ways to make Riverside more bike-friendly, and pitched the Eco-Pass to city leaders.
In August, I tried to find balance in a bike-crazy blogosphere, pointed out why March Field is a lousy site for HSR (and got featured on the CA HSR blog), and told our city officials to take the cars off welfare, starting with their own.
In September, I wrote about Riverside's illegible network, celebrated San Bernardino County's Google Transit victory, and suggested local preference policies for Riverside.
In October, I ranted about skaters in the bike lane and cyclists on the sidewalk, reported on an eventful Bicycle Advisory Committee meeting, and an election of some kind garnered mention.
In November, I called for riders to stop calling themselves commuters, reported on some disappointing electoral results, and relayed the sad story of a parking lot owner whose subsidized parking was stolen from him.
In December, I was mostly quiet- thanks a lot, parents who refuse to drive on highways served by cell service. However, I did manage to review Metrolink's new fleet, defend the initial CA-HSR segment in the Central Valley, and tell you why you should care about the difference between the federal and California MUTCD's.
That's 2010, the year that was. May 2011 bring you less suckage and more transit!
Tuesday, September 14, 2010
San Bernardino County Wins
San Bernardino County yesterday gained the distinction of being the first county in the metro Los Angeles area to have every single transit provider available in Google Transit, with the addition of the Twentynine Palms-area Morongo Basin Transit Authority. (Los Angeles County's hodgepodge of municipal operators are still struggling with implementation, while in Orange County the Laguna Beach Transit System remains stubbornly un-Googled. All of San Diego County is available, but since they only have two operators that's kind of cheating. Ventura County is similarly Google-challenged.)
Riverside County also gained some operators in Google Transit yesterday- the Beaumont-operated routes of the Pass Transit system (2, 3, 4, 7, 8, 9 and 10) and the Palo Verde Valley Transit Authority in Blythe. Only one transit agency in the county remains un-Googled, but it's a major one: Sunline Transit in the greater Palm Springs area. Their web site lists Google Transit as "coming soon", but it has for several months.
Riverside County also gained some operators in Google Transit yesterday- the Beaumont-operated routes of the Pass Transit system (2, 3, 4, 7, 8, 9 and 10) and the Palo Verde Valley Transit Authority in Blythe. Only one transit agency in the county remains un-Googled, but it's a major one: Sunline Transit in the greater Palm Springs area. Their web site lists Google Transit as "coming soon", but it has for several months.
Sunday, August 1, 2010
Corona Cruiser and Pass Transit on Google Transit
I'm not quite sure when it happened, exactly, but both Corona Cruiser and Pass Transit are now available in Google Transit. The Cruiser is available just like any other transit agency, with bus stop icons on the map with detailed information. The functionality in Banning and Beaumont is in that strange limbo where RTA used to be, with only trip planning functionality but no bus stop icons.
UPDATE: Further complicating matters, it appears that only the Pass Transit routes operated by the City of Banning- routes 1, 5, and 6- are available in Google Transit. Pass Transit 2, 3, 4 and the Cabazon Express are operated by the city of Beaumont, and are not apparently available.
This leaves only two agencies in Riverside County without Google Transit trip planning- Sunline (who says that it's "coming soon") and PVVTA in Blythe.
UPDATE: Further complicating matters, it appears that only the Pass Transit routes operated by the City of Banning- routes 1, 5, and 6- are available in Google Transit. Pass Transit 2, 3, 4 and the Cabazon Express are operated by the city of Beaumont, and are not apparently available.
This leaves only two agencies in Riverside County without Google Transit trip planning- Sunline (who says that it's "coming soon") and PVVTA in Blythe.
Thursday, May 27, 2010
New Agency on Google Transit
In a move that I never thought I'd see, the one bus stop in my old home town is now on Google Transit. Victor Valley Transit Authority is now available on Google Transit, including all county routes! Also, Mountain Area Regional Transit Authority, which provides service in Crestline, Arrowhead and Big Bear, and both Barstow and Needles Transit are available as well. The only San Bernardino County agency remaining unavailable on Google Transit is the Morongo Basin Transit Authority, which provides service in Twentynine Palms and surrounding areas.
One of the chronic problems with rural transit is its infrequent nature, and the rather poor availability of information on routes and schedules. With any luck, this sort of schedule accessibility will help customers in transit-poor regions accomplish their daily travels car-free.
There's an important caveat to the VVTA data on Google Transit: VVTA runs a significant number of deviated routes, which operate by reservation. Information on other possible destinations off of deviated routes is not available on Google Transit. For example, there is only one scheduled run to Wrightwood daily. However, every single trip on the 21 will call there by advanced reservation, and Google Transit is unable to plan these trips. (If you're a Tri-Community resident and you need to utilize this service, call 877-545-8000 for reservations.) All in all, though, this is a significant improvement to informing riders about a system that, even today, has no system map or transfer information in their brochures.
One of the chronic problems with rural transit is its infrequent nature, and the rather poor availability of information on routes and schedules. With any luck, this sort of schedule accessibility will help customers in transit-poor regions accomplish their daily travels car-free.
There's an important caveat to the VVTA data on Google Transit: VVTA runs a significant number of deviated routes, which operate by reservation. Information on other possible destinations off of deviated routes is not available on Google Transit. For example, there is only one scheduled run to Wrightwood daily. However, every single trip on the 21 will call there by advanced reservation, and Google Transit is unable to plan these trips. (If you're a Tri-Community resident and you need to utilize this service, call 877-545-8000 for reservations.) All in all, though, this is a significant improvement to informing riders about a system that, even today, has no system map or transfer information in their brochures.
Wednesday, March 10, 2010
Bike Directions
I know I said I'd be on hiatus... but this is quick.
Google Maps now includes cycling directions along with public transit, walking and driving (but why anyone would want the last one is beyond me) in "150 U.S. cities". Riverside is among them. Enjoy!
Google Maps now includes cycling directions along with public transit, walking and driving (but why anyone would want the last one is beyond me) in "150 U.S. cities". Riverside is among them. Enjoy!
Thursday, January 28, 2010
511 in the IE
For years, the Bay Area and Los Angeles have had transit information available by dialling 511 from any phone. San Diego has a similar system. Well, yesterday RCTC and SANBAG launched the Inland Empire's very own 511 service. It's up and running for all major cell phone carriers and Verizon, Time-Warner and Charter land-line services- callers on AT&T land lines will have to dial 1-877-MYIE511 (1-877-694-3511), as will out-of-area callers.
The new service provides a single, convenient telephone number for all IE transit systems, and is both voice and touch-tone activated. After selecting the desired transit agency, callers are transferred to that agency's customer information line. (Therefore, when using this service, please keep in mind the hours of operation of the agency information line you're calling. RTA's call centre is open until 8 pm, Omni's until 6 weekdays and 5 weekends, and other, smaller operators may close even earlier.)
IE511 has their own web site, with an embedded Google Transit trip planner and information on all transportation providers in the IE. They also say they'll be adding bicycle information, and currently post a map of San Bernardino County bikeways (though the map is poorly-constructed. It lists "Priority bikeways" all over the place, but never defines them). All-in-all, it's a decent showing by these counties to try and raise the profile of transportation alternatives.
There is a very, very long introduction to the new system when you first call in, so you may want to know what menu option you want when calling. I'll save you the work and post them here.
Traffic- 1 or say Traffic
Metrolink- 2 or say Metrolink
Bus- 3 or say Bus Transit
Rideshare- 4 or say Rideshare
Apparently, you can also find out about car stuff through this service... but who cares about that, right?
The new service provides a single, convenient telephone number for all IE transit systems, and is both voice and touch-tone activated. After selecting the desired transit agency, callers are transferred to that agency's customer information line. (Therefore, when using this service, please keep in mind the hours of operation of the agency information line you're calling. RTA's call centre is open until 8 pm, Omni's until 6 weekdays and 5 weekends, and other, smaller operators may close even earlier.)
IE511 has their own web site, with an embedded Google Transit trip planner and information on all transportation providers in the IE. They also say they'll be adding bicycle information, and currently post a map of San Bernardino County bikeways (though the map is poorly-constructed. It lists "Priority bikeways" all over the place, but never defines them). All-in-all, it's a decent showing by these counties to try and raise the profile of transportation alternatives.
There is a very, very long introduction to the new system when you first call in, so you may want to know what menu option you want when calling. I'll save you the work and post them here.
Traffic- 1 or say Traffic
Metrolink- 2 or say Metrolink
Bus- 3 or say Bus Transit
Rideshare- 4 or say Rideshare
Apparently, you can also find out about car stuff through this service... but who cares about that, right?
Tuesday, January 12, 2010
Broken Again
RTA's Google Transit data is broken yet again, and has been since the service changes on Sunday. This constant breakage makes it very difficult for riders to rely on this service on a day-to-day basis, and I hope that RTA corrects these errors immediately. I'll continue my coverage when I know more.
Note that bus stop locations remain in the application, along with the routes that serve those stops. Schedule data, however, is conspicuously absent.
Note that bus stop locations remain in the application, along with the routes that serve those stops. Schedule data, however, is conspicuously absent.
Wednesday, December 30, 2009
2009: The Year in Transit
As we say good-bye to the noughties, I'd like to take a look back at Riding in Riverside's first full year in operation, 2009.
In January, La Sierra University joined U-Pass, Greyhound service was struggling to remain in the city, and RTA was trying to overcharge day pass riders.
In February, we got the first announcement of the 2009 service cuts, the stimulus bill pumped money into IE freeways, and Greyhound stranded me downtown.
In March, I got a statement from the Mayor on public transit, dug up evidence of RTA's RapidLink project, and discovered the wonders of grocery delivery.
In April, the first seeds of the multi-modal transit centre were planted, Councilwoman Hart said some stupid things about Greyhound, and I made my endorsements in the City Council elections.
In May, I tried to turn readers into riders, commented on the proposed Short-Range Transit Plan, and Omnitrans deprived people of barbecue.
In June, I laid out my proposal for a Riverside light rail, Google Transit for RTA went up for the first time, and our late-night service was cruelly taken away.
In July, LA Metro joined Google Transit, the City Council made a dumb decision about parking fines, and RTA's data fell out of Google Transit, because it was apparently requiring transfers somewhere north of Guam.
In August, I talked about my trip to NYC, the City Council approved what would become Riverside Go Transit, U-Pass, and took a clear step towards the multi-modal transit centre, I proposed my solution to Metrolink capacity issues, and I gave an interview with a local podcast.
In September, Omni saw a fare hike, the first RTA service ever to run past midnight began service, and OCTA disconnected the 794 from, well, everything else.
In October, I reminded folks about transfer policies, called out a Congressman for hypocrisy, and celebrated my 23rd birthday with official news of the new multi-modal transit centre.
In November, I reported on upcoming Dial-a-Ride policy changes, Riverside became a Bronze-level bicycle-friendly community, and the Corona Transit Center broke ground. Also, Los Angeles celebrated the opening of the Eastside Gold Line Extension.
In December, SANBAG started studying Victor Valley express bus options, Metrolink proposed draconian service cuts- and then did nothing about them, and the Riverside Go Transit program launched, offering cheap bus passes to all Riversiders.
Looking forward into the new year, service changes are coming on January 10th, and we can hope for progress on the Riverside transit centre and the Perris Valley Line, both of which cleared significant hurdles in 2009.
Also, readers should know: Greyhound has NOT left Riverside. The new signage on the Greyhound building downtown, marking it as a police station (which it is), does not mean that service to the station has ceased. The station is open 7am-3:30pm and 6pm-9pm daily.
I'd like to wish all my readers a happy and prosperous new year, and I hope for a better transit system in 2010.
In January, La Sierra University joined U-Pass, Greyhound service was struggling to remain in the city, and RTA was trying to overcharge day pass riders.
In February, we got the first announcement of the 2009 service cuts, the stimulus bill pumped money into IE freeways, and Greyhound stranded me downtown.
In March, I got a statement from the Mayor on public transit, dug up evidence of RTA's RapidLink project, and discovered the wonders of grocery delivery.
In April, the first seeds of the multi-modal transit centre were planted, Councilwoman Hart said some stupid things about Greyhound, and I made my endorsements in the City Council elections.
In May, I tried to turn readers into riders, commented on the proposed Short-Range Transit Plan, and Omnitrans deprived people of barbecue.
In June, I laid out my proposal for a Riverside light rail, Google Transit for RTA went up for the first time, and our late-night service was cruelly taken away.
In July, LA Metro joined Google Transit, the City Council made a dumb decision about parking fines, and RTA's data fell out of Google Transit, because it was apparently requiring transfers somewhere north of Guam.
In August, I talked about my trip to NYC, the City Council approved what would become Riverside Go Transit, U-Pass, and took a clear step towards the multi-modal transit centre, I proposed my solution to Metrolink capacity issues, and I gave an interview with a local podcast.
In September, Omni saw a fare hike, the first RTA service ever to run past midnight began service, and OCTA disconnected the 794 from, well, everything else.
In October, I reminded folks about transfer policies, called out a Congressman for hypocrisy, and celebrated my 23rd birthday with official news of the new multi-modal transit centre.
In November, I reported on upcoming Dial-a-Ride policy changes, Riverside became a Bronze-level bicycle-friendly community, and the Corona Transit Center broke ground. Also, Los Angeles celebrated the opening of the Eastside Gold Line Extension.
In December, SANBAG started studying Victor Valley express bus options, Metrolink proposed draconian service cuts- and then did nothing about them, and the Riverside Go Transit program launched, offering cheap bus passes to all Riversiders.
Looking forward into the new year, service changes are coming on January 10th, and we can hope for progress on the Riverside transit centre and the Perris Valley Line, both of which cleared significant hurdles in 2009.
Also, readers should know: Greyhound has NOT left Riverside. The new signage on the Greyhound building downtown, marking it as a police station (which it is), does not mean that service to the station has ceased. The station is open 7am-3:30pm and 6pm-9pm daily.
I'd like to wish all my readers a happy and prosperous new year, and I hope for a better transit system in 2010.
Sunday, December 20, 2009
Transit directions by SMS
For those of you who aren't lucky enough to have a cellphone capable of running Google Maps for Mobile (which is quite a few nowadays, by the way- point your phone browser at m.google.com), Dadnab is a free service providing transit directions via text message for select areas. Of course, I'm mentioning this because Southern California (including Riverside) is one of those areas.
If you're out and about and need transit directions, send a text message with your origin and destination to socal@dadnab.com and you'll soon receive step-by-step transit directions. And yes, you can send a text message to an e-mail address. If your phone doesn't allow this, the Dadnab web site provides workarounds for most major wireless carriers.
Google SMS still doesn't support transit directions, so it's great to see somebody stepping up and providing this service. As I mentioned before, the service itself is free. However, you still pay whatever you'd normally pay for text messaging.
If you're out and about and need transit directions, send a text message with your origin and destination to socal@dadnab.com and you'll soon receive step-by-step transit directions. And yes, you can send a text message to an e-mail address. If your phone doesn't allow this, the Dadnab web site provides workarounds for most major wireless carriers.
Google SMS still doesn't support transit directions, so it's great to see somebody stepping up and providing this service. As I mentioned before, the service itself is free. However, you still pay whatever you'd normally pay for text messaging.
Monday, November 30, 2009
Geekiness, Part 2
I was playing around with my cellphone, and in a fortuitous twist of timing, I managed to get the latest version of Google Maps for Android installed. Version 3.2.1 includes a few new features, with the one everyone's going crazy about being voice-driven GPS navigation. However, the one that I'm really enjoying works really nicely with my last post. You see, in earlier versions of Google Maps for Android, you could see Google Transit icons, but you couldn't get any information about them without actually plotting a trip. In this new version, you can. Push on any bus stop or train station, and it gives you the option to get transit, walking or driving directions there, or to view upcoming departures. Cool stuff.
Oh, a word of caution. To users with un-modified Android devices that aren't the Motorola Droid, this update won't install properly. The reason I've got it on my G1 is because I use a modified community-maintained firmware for my phone called CyanogenMod. It's freely available, and the process to convert your phone is well-documented, if a bit time-consuming. You can get more info on their web site.
By the way, 200th post!
Oh, a word of caution. To users with un-modified Android devices that aren't the Motorola Droid, this update won't install properly. The reason I've got it on my G1 is because I use a modified community-maintained firmware for my phone called CyanogenMod. It's freely available, and the process to convert your phone is well-documented, if a bit time-consuming. You can get more info on their web site.
By the way, 200th post!
Google Transit Geekiness
If anyone is in the habit of using Google Maps, you may have noticed that RTA's Google Transit data is now represented like the data from, well, every other transit provider out there.
Yes, that's right, RTA bus stops are now indicated at the appropriate zoom level in Google Maps. You can click on each and every bus stop in RTA's service area and see the lines that serve it, and the upcoming departures for each of those lines. Coolness!
Yes, that's right, RTA bus stops are now indicated at the appropriate zoom level in Google Maps. You can click on each and every bus stop in RTA's service area and see the lines that serve it, and the upcoming departures for each of those lines. Coolness!
Saturday, September 26, 2009
Board Meeting, 9/24
Sorry all, Friday was a very busy day, and today was spent recuperating from a very busy day. Without further ado, I present my summary of the RTA Board meeting, from Thursday 9/24.
During the off-agenda public comments section, I asked two questions of the board and staff present- the first was when we would expect Google Transit to be working again. RTA's staff notified me that this would occur "by Friday"... and happily, it did. The second was in response to the Short Range Transit Plan's dropping of the late-night service that I and others have long awaited. I asked why the grant money for said service was moved into weekend service in Lake Elsinore and Mead Valley.
RTA's staff again responded, saying that the budget did not allow for the implementation of the proposed late-night services, and that the agency chose to use the grant money to soften the blow of service cuts rather than try to implement a scaled-back late-night service project. They also said that this option was presented to the public at service change meetings (not at the one I was at...) and at the July Board meeting, when it was voted upon. I'm not entirely sure if I'm satisfied with this response, but at least it's a response.
RTA's Board received a report on the new Corona transit center, whose design includes 8 bus bays and a connection to the existing pedestrian bridge at the North Main-Corona Metrolink station, and they awarded a contract to begin work on that project. According to the RTA Reader, construction is slated to begin in January 2010.
The new, more restrictive Dial-A-Ride policies were implemented as proposed. I, personally, agree with most of the respondents to RTA's community outreach project- in light of the current political and financial situation that we find ourselves, these policy changes were necessary, prudent and minimally destructive. The Board also directed staff to look in to charging Dial-A-Ride riders for no-shows, but no action on this matter was taken.
After the meeting, I caught up with some members of the agency's staff and asked about the Riverside transit center. The official stance of the agency is that they prefer to remain at the current Downtown Terminal and use their FTA funding to refurbish that site. Further action on the Riverside Inter-Modal Transit Center is up to the City- so write your councilman!
During the off-agenda public comments section, I asked two questions of the board and staff present- the first was when we would expect Google Transit to be working again. RTA's staff notified me that this would occur "by Friday"... and happily, it did. The second was in response to the Short Range Transit Plan's dropping of the late-night service that I and others have long awaited. I asked why the grant money for said service was moved into weekend service in Lake Elsinore and Mead Valley.
RTA's staff again responded, saying that the budget did not allow for the implementation of the proposed late-night services, and that the agency chose to use the grant money to soften the blow of service cuts rather than try to implement a scaled-back late-night service project. They also said that this option was presented to the public at service change meetings (not at the one I was at...) and at the July Board meeting, when it was voted upon. I'm not entirely sure if I'm satisfied with this response, but at least it's a response.
RTA's Board received a report on the new Corona transit center, whose design includes 8 bus bays and a connection to the existing pedestrian bridge at the North Main-Corona Metrolink station, and they awarded a contract to begin work on that project. According to the RTA Reader, construction is slated to begin in January 2010.
The new, more restrictive Dial-A-Ride policies were implemented as proposed. I, personally, agree with most of the respondents to RTA's community outreach project- in light of the current political and financial situation that we find ourselves, these policy changes were necessary, prudent and minimally destructive. The Board also directed staff to look in to charging Dial-A-Ride riders for no-shows, but no action on this matter was taken.
After the meeting, I caught up with some members of the agency's staff and asked about the Riverside transit center. The official stance of the agency is that they prefer to remain at the current Downtown Terminal and use their FTA funding to refurbish that site. Further action on the Riverside Inter-Modal Transit Center is up to the City- so write your councilman!
Thursday, September 24, 2009
WAHOO!
As promised by RTA staff today at the September Board meeting, Google Transit data is back up for RTA routes.
*does a little dance*
More details about said meeting when I'm bored at work tomorrow.
*does a little dance*
More details about said meeting when I'm bored at work tomorrow.
Friday, September 4, 2009
Another week without Google Transit
Still no Google Transit data for RTA. Google still suggests that I drive to the train station to get to Tyler Mall. Convenient.
A call to RTA's customer info line generated no new information.
However, one customer info clerk said that "it doesn't work as well as TranStar"...
You've gotta be kidding me. You're kidding, right?
Don't get me wrong, TranStar is a nice thing to have around. However, Google Transit will provide transit itineraries with unlimited transfers. It'll provide three alternate routes for every trip processed, with Google Maps integration. It provides information that is light-years beyond TranStar's flat text display, with static maps that occasionally work. Google Transit and TranStar shouldn't even be mentioned in the same sentence.
But apparently Google Transit requires "more testing", so the benefits of such a system will be released back into the wild when RTA feels like it.
I WANT MY GOOGLE TRANSIT BACK!
A call to RTA's customer info line generated no new information.
However, one customer info clerk said that "it doesn't work as well as TranStar"...
You've gotta be kidding me. You're kidding, right?
Don't get me wrong, TranStar is a nice thing to have around. However, Google Transit will provide transit itineraries with unlimited transfers. It'll provide three alternate routes for every trip processed, with Google Maps integration. It provides information that is light-years beyond TranStar's flat text display, with static maps that occasionally work. Google Transit and TranStar shouldn't even be mentioned in the same sentence.
But apparently Google Transit requires "more testing", so the benefits of such a system will be released back into the wild when RTA feels like it.
I WANT MY GOOGLE TRANSIT BACK!
Wednesday, August 26, 2009
Google Transit being... interesting.
Check out Google Maps, folks. There's bus stop icons at the very close-in zoom levels, all over the RTA service area. However, there are no services associated with those stops. No trip planning functionality.
Let's hope this is a stop along the road to the return of Google Transit, rather than another embarrassing gaffe.
UPDATE: The bus stop icons are gone, and trip planning is still MIA. This is just getting strange. (8/27/09 21:41)
UPDATE 2: The bus stop icons are back! They're messing with my head!!! (8/28/09 00:48)
Let's hope this is a stop along the road to the return of Google Transit, rather than another embarrassing gaffe.
UPDATE: The bus stop icons are gone, and trip planning is still MIA. This is just getting strange. (8/27/09 21:41)
UPDATE 2: The bus stop icons are back! They're messing with my head!!! (8/28/09 00:48)
Wednesday, August 19, 2009
On the train in NYC
So it's been over a month since my trip to New York, and I'm finally getting around to writing about transit lessons learned there. Let me first say that New York is the most transit-accessible city in the country, and it shows. I never once felt constrained by my choice to take a transit-centric trip there. While I did spend most of my time in Manhattan, and I am told that the situation in the outer boroughs is somewhat different, I found New York's transit infrastructure to be convenient, ubiquitous, and auto-competitive. I'll go into what that means in a bit.
My first observation of New York's transit system came upon my arrival in Manhattan's Chinatown (Allen & Canal) at just after 1 in the morning. It was absolutely astounding to me that Google Transit quickly provided a transit routing to my hostel off of 126th and 5th Avenue, nearly 10 miles away. The realization, after perusing the NYC subway map, that every line (not service, but line) runs 24 hours a day, seven days a week, was amazing and slightly shocking. And then I walked the wrong way on Canal Street and screwed it up.
Instead of ending up at the Canal St. (N, Q, R, W, 6, J, M, Z) station, I ran into the East Broadway (F) station. I bought a Metrocard and proceeded to try and find my way through the system based on a wall-mounted map on the platform when a train arrived. I boarded it without the slightest idea where I was going, and I made this clear to other passengers on board... when, to my surprise, a NYC metro operator emerged from the rear cab of the car and gave me directions to the uptown 6 train. Service with a smile at 1 in the morning- fantastic.
Fate would surprise me yet again, however, at Broadway and Lafayette station (B, D, F, V, Downtown 6). In what appears to be the only instance of such a situation in the NYC subway system, the uptown 6 train, which is in the same station box, is only accessible via a separate entrance on Bleeker St. This is probably not a big deal to New Yorkers, who are used to it, but for a sleep-deprived tourist at 1:30 in the morning... not fun. I managed to get aboard the train, with help from a hot dog vendor, and got to bed around 2:30.
I won't relate ALL the tales I have about the subway in New York, but I will summarize a bit. I smacked into the turnstile 5 times, got on the train going the wrong way thrice, and declared many times that this system was the first that had me thoroughly confused, in all my years of riding transit. I've figured out DC, Vancouver, LA, San Francisco, Vegas, Paris and Barcelona, but New York tried my powers of map-reading and my sense of direction.
Why is this? A few reasons. First off, the New York system is designed with the assumption that a fare pays for a trip, not a boarding. The fare for a ride on the subway is $2.25, but that includes pretty much all the subway transfers you like, plus a free bus transfer within 2 hours. With this in mind, most subway transfers are accomplished by long underground passages (some several blocks in length) that allow you to change trains without leaving the fare-controlled area of the system. This is convenient, but VERY disorienting. Signage is quite good in the system, but for someone who isn't used to having to follow signs on board transit, it took some getting used to.
Also, New York is (I believe) unique among at least North American subway systems in that it runs separate-platform express service. In every other urban rail system I've been on, the paradigm is that one platform (or one side of an island platform) is for trains traveling in one direction, and the opposite side is for trains traveling in the other. In many parts of New York (Manhattan and Brooklyn, mostly), stations contain two island platforms, one for each direction, with one side of the island serving express trains and the other serving locals. There were occasions where I got on a train traveling in the wrong direction, crossed an island platform, and boarded another train traveling the wrong direction, just faster. I ended up in Queens this way, while trying to go to Brooklyn. Once again, the signage is excellent once you know to look for it, but the paradigms that serve you well in other urban rail systems are not as effective in the NYC subways.
Lastly, the sheer size of the NYC subway system is intimidating. There are tiny little subway stations littered on nearly every corner in Manhattan (And I do mean tiny- these cut-and-cover stations are claustrophobic for somebody who's used to LA and SF's deep-bore tunnels), and when you throw in the different services on different lines, the local/express distinctions, and an unfamiliar city, it can get confusing fast. Google Transit helps immensely.
However, New York does a couple of things right. Trains and buses are plentiful, ubiquitous, and round-the-clock. These factors, more than anything else, allow New York's transit culture to exist. The stations aren't well-maintained or even always clean, the system isn't user-friendly, and cross-town train service is very limited. (There are several cross-town bus lines, but they aren't noted on the subway map. I am told that many New Yorkers use taxis for this purpose.) Many of the preconditions that people posit for the acceptance of public transit in America are not present in New York City, and yet car ownership there is less than 50%. I therefore posit that only a few things need to be present for public transit to gain acceptance- it needs to exist, it needs to run all the time, and it needs to be frequent. Anything else is just icing on the cake.
One other lesson- New York has a completely turnstile-controlled system, where the only method of payment is the MetroCard. Ticket vending machines are present at all entrances, but attendants are only there at major transfer points. And millions of people manage to ride the system every day without the world ending. Perhaps FareGate isn't the end of the world?
My first observation of New York's transit system came upon my arrival in Manhattan's Chinatown (Allen & Canal) at just after 1 in the morning. It was absolutely astounding to me that Google Transit quickly provided a transit routing to my hostel off of 126th and 5th Avenue, nearly 10 miles away. The realization, after perusing the NYC subway map, that every line (not service, but line) runs 24 hours a day, seven days a week, was amazing and slightly shocking. And then I walked the wrong way on Canal Street and screwed it up.
Instead of ending up at the Canal St. (N, Q, R, W, 6, J, M, Z) station, I ran into the East Broadway (F) station. I bought a Metrocard and proceeded to try and find my way through the system based on a wall-mounted map on the platform when a train arrived. I boarded it without the slightest idea where I was going, and I made this clear to other passengers on board... when, to my surprise, a NYC metro operator emerged from the rear cab of the car and gave me directions to the uptown 6 train. Service with a smile at 1 in the morning- fantastic.
Fate would surprise me yet again, however, at Broadway and Lafayette station (B, D, F, V, Downtown 6). In what appears to be the only instance of such a situation in the NYC subway system, the uptown 6 train, which is in the same station box, is only accessible via a separate entrance on Bleeker St. This is probably not a big deal to New Yorkers, who are used to it, but for a sleep-deprived tourist at 1:30 in the morning... not fun. I managed to get aboard the train, with help from a hot dog vendor, and got to bed around 2:30.
I won't relate ALL the tales I have about the subway in New York, but I will summarize a bit. I smacked into the turnstile 5 times, got on the train going the wrong way thrice, and declared many times that this system was the first that had me thoroughly confused, in all my years of riding transit. I've figured out DC, Vancouver, LA, San Francisco, Vegas, Paris and Barcelona, but New York tried my powers of map-reading and my sense of direction.
Why is this? A few reasons. First off, the New York system is designed with the assumption that a fare pays for a trip, not a boarding. The fare for a ride on the subway is $2.25, but that includes pretty much all the subway transfers you like, plus a free bus transfer within 2 hours. With this in mind, most subway transfers are accomplished by long underground passages (some several blocks in length) that allow you to change trains without leaving the fare-controlled area of the system. This is convenient, but VERY disorienting. Signage is quite good in the system, but for someone who isn't used to having to follow signs on board transit, it took some getting used to.
Also, New York is (I believe) unique among at least North American subway systems in that it runs separate-platform express service. In every other urban rail system I've been on, the paradigm is that one platform (or one side of an island platform) is for trains traveling in one direction, and the opposite side is for trains traveling in the other. In many parts of New York (Manhattan and Brooklyn, mostly), stations contain two island platforms, one for each direction, with one side of the island serving express trains and the other serving locals. There were occasions where I got on a train traveling in the wrong direction, crossed an island platform, and boarded another train traveling the wrong direction, just faster. I ended up in Queens this way, while trying to go to Brooklyn. Once again, the signage is excellent once you know to look for it, but the paradigms that serve you well in other urban rail systems are not as effective in the NYC subways.
Lastly, the sheer size of the NYC subway system is intimidating. There are tiny little subway stations littered on nearly every corner in Manhattan (And I do mean tiny- these cut-and-cover stations are claustrophobic for somebody who's used to LA and SF's deep-bore tunnels), and when you throw in the different services on different lines, the local/express distinctions, and an unfamiliar city, it can get confusing fast. Google Transit helps immensely.
However, New York does a couple of things right. Trains and buses are plentiful, ubiquitous, and round-the-clock. These factors, more than anything else, allow New York's transit culture to exist. The stations aren't well-maintained or even always clean, the system isn't user-friendly, and cross-town train service is very limited. (There are several cross-town bus lines, but they aren't noted on the subway map. I am told that many New Yorkers use taxis for this purpose.) Many of the preconditions that people posit for the acceptance of public transit in America are not present in New York City, and yet car ownership there is less than 50%. I therefore posit that only a few things need to be present for public transit to gain acceptance- it needs to exist, it needs to run all the time, and it needs to be frequent. Anything else is just icing on the cake.
One other lesson- New York has a completely turnstile-controlled system, where the only method of payment is the MetroCard. Ticket vending machines are present at all entrances, but attendants are only there at major transfer points. And millions of people manage to ride the system every day without the world ending. Perhaps FareGate isn't the end of the world?
Thursday, August 13, 2009
The story that must be told!
I keep promising a review of my New York trip, and I keep stalling on it. I think I realized that I don't have enough material for the next segment of the trip, the Maryland MTA, and that keeps me from talking about what I really want to talk about, the Chinatown bus lines and NYC MTA. Sorry Baltimore, you are therefore getting short shrift.
As I mentioned in the last installment of this series, I flew in to Baltimore-Washington International because it was cheap. I remember sitting at LAX and seeing at least three flights departing for somewhere in the New York area, and being insanely jealous. But those folks also paid full fare for their tickets...
So, once I got on the east coast, I had to get to New York. Thanks to the aircraft's on-board wireless internet, I had a plan. It involved a light rail, a bus line, and a Chinatown intercity bus.
First off, let me say that Google Transit is fantastic. You know this, but if you multiply the awesomeness by an unfamiliar city and a transit line you've never taken, it becomes a lifeline. To find out that my bus to New York picks up on the "O'Donnell Street Cutoff", and to be able to get satellite and street view photos and a step-by-step transit itinerary there, was very helpful.
The MTA light rail is, well, a light rail. Clean, comfortable, quiet and quick, as you'd expect. The cars are very reminiscent of the Sacramento RTD's newer CAF cars... or at least would be if the RT cars had seen 5 or 10 years of use. One annoyance? The airport spur of the line runs every half hour... all day long... regardless of whether it's peak hours or not. On the return trip, I watched four trains pass on the other line before an airport train showed up.
Maryland MTA's day passes are a screaming deal. Their base fare is $1.60, but their day passes are $3.50. I was only riding two vehicles, but I paid the extra $0.30 just in case. Really, why wouldn't you?
The bus ride was crowded, but quick and efficient. The bus stop could have been a touch better-lit... I don't really recommend transferring in downtown Baltimore at 9pm. It feels quite a bit like downtown Riverside at 9pm... deserted and lonely.
And finally, we get to something I want to talk about- the Chinatown bus.
One major difference between our transit system here and the system on the east coast is the ubiquity and ease of intercity transport. There are about a thousand different ways to get up and down the I-95 corridor, from DC to Boston. There's frequent Amtrak service (including service directly from the BWI airport), several types of commuter railroads (like MARC, which plies the rails from DC to Baltimore, or VRE, which connects DC to Fredericksburg, VA, with express bus service to Richmond, or NJ Transit, which connects New Jersey to New York, Philadelphia and Wilmington, DE), frequent and well-connected Greyhound service, and my personal favourite, the Chinatown bus lines.
Imagine, if you will, a bus line that provided service from downtown Los Angeles to downtown San Fransisco, with stops in downtown Bakersfield and downtown San Jose, for around $40 each way. Now imagine that, because of multiple operators plying the route, there's service every two hours 'round the clock, and you never need worry about making reservations. There's no chance you'll get left in the terminal, or shunted on a roundabout connecting route. It's really quite pleasant.
That's the Chinatown bus lines on the east coast. They're ridiculously cheap, comfortable, and frequent. I mean it when I say every two hours, 24 hours a day, seven days a week. $20 bought me a ride from Baltimore to New York, a trip of a little over 3 hours. Our bus left at 10pm, but there was also a midnight trip and a two am trip. The bus was indeed well-traveled, but for the price, you really can't beat the service. We were on time or early every time I rode the thing, and that includes the return-trip traffic on I-95 into Baltimore.
There was but one snag in the Chinatown bus system. I bought my tickets online, through the excellent GoToBus.com. Not until I purchased them did the e-ticket screen appear and say "Print this ticket and sign it." Great if you're at home. Not so great when you're at 40,000 feet. I didn't manage to get the ticket printed, so I had to fork over $20 cash on board. Still worth it. For comparison's sake, a flight along that route would run at least $175, and a train ride $64-$110.
By the way, a few Chinatown lines do ply their trade in SoCal, but because service is much less frequent advance reservations are suggested. LA-SF runs once daily, for $50 each way from Monterey Park. Santa Monica and Hollywood runs are also available at similar prices.
Anyway, I heartily recommend the Chinatown bus lines, with one caveat. Use the web site to plan your trip, but if you can't print your ticket, just bring cash.
New York MTA review to come.
Saturday, August 8, 2009
Google Transit Update
I've got good news and bad news, folks. First, the bad news.
A phone call to RTA's customer information center reported a 3-3.5 week estimate for when Google Transit data will once again be available to RTA customers. It's already been around three weeks. In the intervening time I've managed to get myself stranded downtown by looking at the wrong timetable. (Rookie mistake, I know.) It's amazing how quickly you get used to using Google, and I want it back.
Next, the good news. Amtrak's Pacific Surfliner trains are now part of Google Transit. Yes, that's right, you can plan your trip to San Diego or San Luis Obispo all from one, convenient interface. Note that the Coast Starlight, Southwest Chief, Texas Eagle/Sunset Limited and San Joaquin Thruway services are not available, so Google Transit may miss some rail options, but still... it's a start. (Note: The San Joaquin trains are available in Google Transit as well. The San Joaquin Thruway bus service, which serves Riverside as well as the rest of Southern California, is not.)
Connecting agencies along the Surfliner route that support Google Transit include SLO Transit, Metro, OCTA and San Diego MTS.
A phone call to RTA's customer information center reported a 3-3.5 week estimate for when Google Transit data will once again be available to RTA customers. It's already been around three weeks. In the intervening time I've managed to get myself stranded downtown by looking at the wrong timetable. (Rookie mistake, I know.) It's amazing how quickly you get used to using Google, and I want it back.
Next, the good news. Amtrak's Pacific Surfliner trains are now part of Google Transit. Yes, that's right, you can plan your trip to San Diego or San Luis Obispo all from one, convenient interface. Note that the Coast Starlight, Southwest Chief, Texas Eagle/Sunset Limited and San Joaquin Thruway services are not available, so Google Transit may miss some rail options, but still... it's a start. (Note: The San Joaquin trains are available in Google Transit as well. The San Joaquin Thruway bus service, which serves Riverside as well as the rest of Southern California, is not.)
Connecting agencies along the Surfliner route that support Google Transit include SLO Transit, Metro, OCTA and San Diego MTS.
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