The future of TriMet, circa 1997
In 1997, Westside MAX was opened, and TriMet embarked on a major project to rejuvenate its total transit system. The first New Flyer D40LF low floor busses were ordered, bus stop improvements were announced, new routes were opened, and transit ridership spiked.
It was a good plan, while it lasted.
In later years, voters turned down the funding mechanism for South|North Light Rail, causing TriMet to go to the drawing board to find a way to build it. Bechtel, a major developer/contractor, came up with an idea to help fund the Airport MAX line - while it was hearalded as a "private/public partership" where Bechtel would provide much of the funding, it turned out that Bechtel only paid $28.2 million for the $125 million project - less than 25%.
TriMet later decided to build what became the Yellow Line - the "north" of South|North, along Interstate Avenue. Because TriMet couldn't issue bonds, it self-funded the project.
It was now, when TriMet took a drastic turn from the glory days of 1997.
Fred Hansen, TriMet's new General Manager, immediately implemented a plan to renew TriMet's bus fleet a portion at a time each year, rather than placing an order for 200 busses every few years. It would be a great idea - if it were followed. But TriMet didn't order any busses in three years after 2000, putting TriMet about 150 busses behind on its fleet replacement program - as the 1400 and 1600 series Gillig Phantoms are now over 15 years old, and the 1700-1900 series Flxible Metros are very close to retirement age. (It doesn't help that Flxible went out of business shortly after those busses were delivered.)
The bus stop renewal program has screeched to a halt. TriMet's own Bus Stop Guidelines document states TriMet should install over 100 new bus shelters a year. TriMet's budget barely provides for 30 a year. TriMet did install a bunch of new bus stop signs - but ridership went down, suggesting that the bus stop signs either didn't do anything to improve ridership (i.e. by providing easier route information) or that transit ridership is in a deeper decline, except for providing better information to some people to offset the loss.
And Fred Hansen once suggested TriMet order articulated busses, because the existing 40 foot fleet was operating over-capacity. But then he cancelled the order; yet many busses are still at "crush" load, and having to pass up willing riders.
Neighborhood routes have been all but eliminated, there is no such thing as late night service (that was cut back in the mid-1980s). Many areas of Portland have little if any service on the weekends or holidays. And because of operational problems, even the "Frequent Service" lines are anything but - it's well known that headways between line 12-Barbur busses can be anywhere from 15 to over 40 minutes.
It's time for a change. It's time for BETTER BUS SERVICE in Portland. The time is NOW.