We’ve all seen television commercials advertising how a mobility scooter can make life easier for adults with mobility issues:
httpv://www.youtube.com/watch?v=rug8hy-sdlE
But ever notice they don’t show users on public transit? There’s a reason why, the length of these scooters means they aren’t ADA-compliant and thus have a hard time flitting in transit vehicles (both buses and trains).
Pride is a manufacturer of scooters and power chairs, many of their 3-wheel scooters are 40+ inches long and 4-wheel scooters are 47+ inches long. By contrast, my Jazzy 600 Powerchair, also by Pride, is just 36.5″ long. Why does this matter?
Several times this year I’ve seen others with long scooters trying to travel on the bus. These scooters barely fit on the lift and maneuvering them inside the bus is nearly impossible. Twice now I’ve had to move to give them the extra space to turn around. One wanted seats up on both sides to give him enough room to make a circle, he was visibly upset when the bus driver told him that wasn’t possible since one chair was already on board, my chair.
ABOVE: Mobility scooters exceed the maximum length allowed within ADA-compliant spaces, such as transit buses
Similarly, on light rail they can’t get into the fold-up seat area without blocking the aisle. Turning around is also impossible when trains are crowded.
People are buying these devices not designed for use on public transit or in ADA-compliant bathroom stalls and getting upset when it proves difficult. If you, a friend, or a relative need a device to help with mobility consider the overall length if it’ll be used on public transit.
Yesterday I posted about the visibility of the DART (Dallas Area Rapid Transit) headquarters and store, today I want to share some other items I liked about their transit service on my short visit last month.
Posted Schedules for bus & train
Knowing when a bus or train will arrive is important information to know. Having this information available at the point where you’d catch the bus or train would be incredible. For many riders of DART they have such information, those of us that use Metro in St. Louis can only fantasize having.
ABOVE: Many DART bus stops have the schedule posted for the route(s) the stop serves — very helpful information!ABOVE: At points where many buses converge the schedules for many routes are postedABOVE: Bus & rail schedules are in a quick and easy to read format that tells the user at what time after the hour the next bus or train will arrive.
Additional Cars Added to Light Rail
DART increased capacity of their light rail vehicles in a very creative way:
DART is updating its fleet of 115 light rail vehicles (LRV) by inserting a new, low-floor insert between the existing sections of the vehicle adding seating capacity and improving access through level boarding. The newly modified vehicles began service on June 23, 2008 with car #151.
Known as Super Light Rail Vehicles (SLRV) because of the greater length and added passenger capacity, the SLRV will seat approximately 100 passengers compared with 75 on the current vehicles. Standing passengers on the vehicle can nearly double the capacity. (DART)
They’ve had to modify stations, something we [may] not be able to do.
ABOVE: Light rail vehicles are from Japan’s Kinki Sharyo Co., Ltd., but accessibility was an issue. Click image for more info on manufacturer.ABOVE: Since the system opened in 1996 they had special raised waiting platforms for the disabled, operators would have to put a bridge in place to enter/exit because of the steps. Seriously?ABOVE: DART just added two non-powered sections into each light rail train. These feature a low floor with areas designed for two wheelchairs and two bikes.ABOVE: Interior of these new sections feel spacious. Note the floor color changes to designate the wheelchair/disabled area on the right. Photo taken from the other such spot.
Bike Rack on Light Rail
Besides the easy boarding for wheelchairs I like the space to hang bikes in the newer low-floor cars. The seating in these is arranged facing inward rather than to the front or back, this gives more floor area and more standing room.
ABOVE: A rider just hung his bike from one of two overhead hooks in the newly added train section.ABOVE: Rider about to sit down behind his bike on the crowded train
Final Thoughts:
It’s good to look to see what’s being done in other cities to see what might be good to use at home. I rode several light rail lines and two bus routes in my 30 hours in Dallas, I’d like to return with more time.
The bus vehicles were different than ours but no major surprises. The wheelchair lifts didn’t seem as robust as our lifts but I didn’t get dropped.
The headline isn’t referring to the visibility of transit vehicles, but the transit agency itself. More specifically the transit store and board of directors.
ABOVE: Any clue what goes on here? Let’s get closer so you can see.ABOVE: It’s obvious now, right?
Above is the entrance to Metro’s MetroRide Store where you can get transit schedules and buy transit passes. Everyone walking by on Washington Ave would know that, wouldn’t they? The Convention Center MetroLink station is a block to the east, the #40 (Broadway) MetroBus also stops there. Some photo ID services are here, seniors and disabled have to visit the strip center on DeBaliviere. Metro’s headquarters is in a building a block away from the Laclede’s Landing MetroLink station, not serviced by a single bus line.
In Dallas last month I noticed how DART (Dallas Area Rapid Transit) was totally different, you know, making sure people knew how to find it.
ABOVE: Dart’s offices are located at one of the busiest light rail stations, the Akard Station. The yellow windows on the right market the store just inside their HQ.ABOVE: Well that’s pretty clear! No confusion about what I’ll find inside.
Retailers know to get customers they need to draw people into their stores for a sale to happen.
I also like how DART calls their light rail simply “rail”, very equal to “bus.” All transit riders ride DART regardless of whether they ride bus, rail, paratransit.
Visibility extends to the board managing the agency.
ABOVE: DART’s boardroom is just inside the building entrance unlike Metro where you have to sign in with security and be escorted upstairs just before the meeting starts.
Our MetroRide Store description tells another part of the problem: Location
Trying to decide which Metro Pass or Ticket is the best value for you? For assistance with your Metro fare purchases, you can call or visit the MetroRide Store, 701 Convention Plaza, St. Louis, MO 63101, 314-982-1495, (located inside America’s Center at 7th & Washington, Downtown St. Louis), open 8:30 a.m. to 5:00 p.m. weekdays. The MetroRide Store accepts MasterCard, Visa, Discover and American Express, personal checks, debit cards and government transportation vouchers.
701 Convention Plaza? Some know Convention Plaza used to be called Delmar but part downtown was renamed in the 1970s when the Cervantes Convention Center was built. In the early 1990s the convention center was expanded two blocks south to Washington Ave, at that time Convention Plaza was bisected by the expanded building.
ABOVE: Looking at a map someone would logically go to 7th & Convention Plaza to find 701 Convention Plaza, right? But they’d be too far north if they did.
The address should be 703 (or 705) Washington Ave!
You have to really want to buy a transit pass or attend a Metro board meeting to seek either out. Neither should be as difficult as they are. Tomorrow I’ll share a few ideas I think we should consider copying from DART to improve bus and rail service in St. Louis.
Saturday a week ago was a great day from morning until evening. In the morning I collected food for the hungry and in the evening watched a bike ride from a local business.
ABOVE: Quite a bit of food collected in just two hours! This food went to the pantry at The Bridge.
I met many kind and generous strangers that morning. It’s so nice to see people willing to help others in need.
Later I met a friend at The Map Room on the corner of Lemp & Withnell (map). They’d moved the tables and chairs from the patio to the sidewalk so we could watch the World Naked Bike Ride St. Louis roll by.
ABOVE: Spectators outside The Map Room waiting for the World Naked Bike Ride St. Louis to roll by.ABOVE: Yes, that’s a scantily clad woman on a high bikeABOVE: Most riders had just enough clothing to cover their privatesABOVE: Organizers estimated the ride had 1,000 participants.
From the press release after the event:
The ride took place Saturday, July 28, taking a 10 mile loop through St. Louis’ busiest business districts, including South Grand, Cherokee, Soulard, Downtown, and Washington Avenue, Locust Business District, and Grand Center before ending in the Grove. Several businesses along the route took it upon their own to stage watching parties to support the riders. The ride drew crowds of all ages throughout the route cheering and supporting the ride. “Everywhere we went, we were greeted with smiles, laughter, cheers, high-fives, and at times stripping from onlookers who wanted to join in,” Stephanie Co says. “It’s an incredibly fun event, whether you’re riding or watching.”
The clothing-optional bike ride is known for its dress code of “as bare as you dare”; riders came out in a spectrum of dress and undress. The ride functions to protest oil and car dependency, raise awareness of cyclist rights and vulnerability on the road, and advocate positive body image, as well as provide some creative spark and energy into the city.
I put a couple of short clips together to demonstrate the enthusiasm of us spectators:
Yesterday I ended part 1 with the following photo showing Oklahoma City directing people from downtown, past where the old elevated I-40 was, through a desolate area toward the new I-40 and the Oklahoma River beyond.
ABOVE: A sign indicates a trail, directing people southward through no-man’s land toward the new highway and the Oklahoma River beyond.
The new I-40 is a half mile south of the Myriad Botanical Gardens, a recently revamped space occupying a superblock made up of four city blocks. The Myriad Gardens now has many spaces along the lines of those at Citygarden, for example, interactive water features. The half mile space between the gardens and the new highway is pretty much a wasteland, long cut off from downtown by the old I-40. The river and waterside trail system is an another half mile south of the new highway, through a very low income neighborhood.
ABOVE: Aerial image showing the location of the Myriad Botanical Gardens at the top center and the suggested route south to reach the river trail, following Harvey Ave. Click image to view in Google Maps.
Does Oklahoma City really think people will walk through these areas? The two nights I did it I saw many people: individuals, couples & families. In time the half mile zone between the old highway and the new highway will be redeveloped and occupied. The removal of the old elevated highway is allowing development to spread whereas before it was contained. Why are people walking there now you ask? The major roads that cross over the new I-40 all have generous sidewalks but a pedestrian-only bridge was also constructed where Harvey Ave reaches the new highway.
ABOVE: A larger-than-life 105 ton scissor-tailed flycatcher sits on top of the Skydance bridge rising 192 feet above the highway, attracting many pedestrians. Oklahoma City built it interesting and people come.
I saw the pedestrian bridge the first time as my train pulled in a night. At the time I wasn’t sure what it was but I asked my brother right away, it was just too intriguing not to be curious. The next day we drove under it as we returned downtown. The also allowed me to experience the new I-40 alignment.
ABOVE: You can’t help but notice the Skydance pedestrian bridgeABOVE: Looking back north toward the downtown Oklahoma City skyline dominated by the Devon Tower.ABOVE: The bridge features a wood floor and sidesABOVE: On my first visit a group of four on rental bikes from downtown passed me heading to the river trail.ABOVE: But as the sun goes down the lights come on and the people really start to come out in droves.ABOVE: Instantly a part of town long written off is THE place to be, to get photographs together with the bridge in the background.ABOVE: The powerful LED lights change colors so it’s not staticABOVE: Looking west at the Skydance bridge from the Robinson Ave bridge nearby
I visited two nights in a row and talked with numerous strangers both times. My entire life this area was a “bad” part of town and here I was talking with strangers at night. They’ve successfully begun to change perceptions of an area ignored for decades!
Take a look to see why.
ABOVE: In August 2010 I drove south of the new I-40 construction on Robinson Ave, this was always auto junkyard row.ABOVE: This building at 1100 South Robinson Ave caught my eye in August 2010. This was just south of the construction for the new I-40.ABOVE: In July 2012 the building has been prepared for rehab. This is a block east of the south end of the pedestrian bridge, a visible location.ABOVE: South Robinson still has junk yards but it’s a route to the river, the popular skate park and neighborhoods further south so as part of their “core-to-shore” plan it’s getting improved.
I’m still amazed I was exploring this area alone, at night, in a wheelchair! Their Core to Shore plan was big:
In 2006, the City of Oklahoma City undertook an ambitious planning process to redevelop 750 acres of underutilized land between the core of downtown to the shore of the Oklahoma River.
Envisioned as Core to Shore, efforts are now underway to build and connect a series of neighborhoods, parks, and economic opportunities that will reinvent downtown Oklahoma City, leading to new jobs and a higher quality of life for residents.
Major aspects of the Core to Shore plan include:
Creation of a world-class, pedestrian-friendly boulevard
Development of a 40-acre central park
Development of business, retail and mixed use housing along the central park
Building of a Convention Center and Convention Center hotel
Relocation of some of the existing businesses and homes in the area
This is a vastly different thinking than the 1960s Pei Plan that led to the destruction of much of downtown and the creation of many superblocks. Financing for this work was part of the Metropolitan Area Projects Plan (MAPS) which began in the early 1990s. The highway move and other recent work was part of the third phase, MAPS3.
Many have been critical of the taxes paid and the cumulative costs of the numerous projects over the last 20 years. But schools have been updated, downtown energized, attracted a winning NBA franchise, saw massive private investment from major corporations (Chesapeake, Devon, SandRidge, etc.
In the country as a whole, single-family woes are fueling the multifamily surge. Stubbornly persistent foreclosure rates, mortgage bankers’ continued reluctance to lend to any but those with the very best credit and most stable employment history, as well as still-high unemployment in most places, have apartment investors investing in new product.
But here, a healthy local economy — enviable unemployment rates, population growth on the rise — has cautious and seasoned but willing single-family builders building again. (newsok.com)
Investing in your community pays dividends! It doesn’t happen overnight but financing the big ideas gets noticed eventually. Oklahoma City’s 2010 population was 579,999 and the metropolitan area was 1,322,459, half that of Greater St. Louis.
Back to St. Louis:
This is the type of planning St. Louis should’ve been doing to reclaim areas like Pruitt-Igoe and the 22nd Street Interchange, two areas where Paul McKee stepped in to fill the city’s planning absence.
It’s I-70 that currently uses the elevated and depressed highway dividing parts of downtown St. Louis. In 2014 I-70 will cross over into Illinois on the north edge of downtown rather than on the south edge at the Poplar Street Bridge.
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