By JOHN CHARLES WILSON
Even though I normally write about schedule and routing issues, there is little going on on that front this month. However, I”™ve gotten a call and an email about bus stop and infrastructure issues, which gives me material for this month”™s column.
Last year, Route 2 got the “Better Bus Route” treatment. This consists of making the stops farther apart and putting shelters and benches at more of them. The idea is to make the bus go faster and give riders a better experience. This works to a point, but transit agencies need to be cognizant of people who have a hard time walking when they decide where to place stops.
Traditionally, bus stops were placed at every inter-section, regardless of the length of the blocks. In the Twin Cities, blocks are traditionally 1/16 of a mile by 1/8 of a mile. On the few routes left with the traditional stop pattern on the 1/16 mile blocks, the close stop spacing appears ridiculous to some.
Modern “best practices” are to have bus stops 1/4 mile apart: four short blocks or two long ones. For people with normal mobility, this is a good balance between bus speed and stop closeness to destination. Too many stops, and the bus goes too slow to satisfy most people. Not enough stops, and extra time spent walking takes away any advantage in higher speeds. However, for people who have difficulty walking, 1/4 of a mile is too far, and may even be a deal breaker. Placement of stops is also important: there should always be a stop where two or more routes intersect. I have heard several people are dismayed at the removal of stops by the new Chase Bank and by Maria”™s Cafe, at the intersection of Routes 2, 9, and 14.
The other issue I hear about is inadequate snow clearance at bus stops. Having to climb a snowbank to board a bus is simply not safe. Slipping off or sinking into the snowbank at an inopportune time is a realistic worry. Some bus drivers recommend standing at the nearest clearing or standing in the street, which are a little safer but can often be uncomfortable.If Metro Transit wants to increase ridership, it needs to consider all the needs of its customers. Speed isn”™t everything to some demographics.
