So I have a Compass card, and used up my last FareSaver, so I cannot say I am directly impacted. And, since I can afford to not only buy a Compass card but also keep it loaded against possible future needs I will now enjoy a more convenient system. But that doesn’t mean that the decisions that have been taken up to this point are not acknowledgements of failure. When a transit system adopts new fare technologies there do have to be some adjustments – but mostly that ought to be adjustments of the technology to meet the system’s needs and not the other way around. When the transit agency invites bidders to tender for their system’s requirements one of the things that both sides have to look at is how well the proffered technology meets the specification. In the case of the Compass card, Cubic have not been able to meet that test, yet it is Translink that is taking both the criticism and adapting to suit the shortcomings of what it has bought.
They have already abandoned one of the pillars of the fare system: three zones during daytime on weekdays. Yes, in some distant future they may be able to switch to fare by distance, but not with the existing equipment on buses. Now three zones have often been challenged, as arbitrary and based on a region centered around Vancouver (Zone 1) where fares rise based on distance to that centre which is not exactly what this region is now like. A short ride across the harbour costs more than the ride from Langley to Ladner. And since the bus route network has been designed and adapted over the years to feed passengers into the SkyTrain there are not that many opportunities to get a cheaper ride by staying on the bus: though I do wonder if the #19 has seen an increase in use recently. But the reason that the bus is a one zone fare no matter how many zone boundaries it crosses is simply because the tap out reader on the bus doesn’t respond quickly enough. A very basic system requirement, and an equipment failure. In other word’s Cubic’s fault, not Translink’s.
But that one ticket ride – which is so admired in places where multiple transit agencies serve the functional economic region – will no longer be available to the casual – cash paying – user. Who could be a visitor, or someone who either doesn’t need or cannot afford to use transit frequently. If you use the bus to get to SeaBus or the SkyTrain and pay on board you will have to pay again – as there will no longer be a usable transfer between bus and “rapid transit”. And will impact people travelling within one zone quite significantly: their fare has been doubled, just because Translink decided NOT to install a magnetic swipe reader on some gates. Or buy machines that could issue Compass tickets on board buses. I am sure that Translink has talking points about how that is not financially worthwhile, but then the whole Compass system is a financial disaster. It is supposed to improve revenue collection and deter fare evasion, but will never be able to pay for itself that way and the province has had to accept some responsibility for that.
For the “choice” rider – those who decide to stop driving for every trip and try transit – this is going to look like a deterrent. If Translink was able to stick to the idea of increasing transit mode share, that might be an issue. But the reality now is that Translink cannot cope with current demand – let alone increases even if they only come from a growth in population and transit share stays static – or even falls!
When the current generation of electronic fare boxes was bought for buses, adaptation to future needs was one of Cubic’s selling points. The decision to only go to magnetic swipe cards and not smart cards reflected what was then available – but with the knowledge that the technology would change and the electronic farebox was specified to be adaptable to meet that possibility. In other systems, magnetic stripe cards are still in use alongside newer card readers. I have seen that for myself in a number of cities in North America and Europe, including ones using Cubic equipment and many more than three fare zones. Indeed the choice of Cubic as supplier for the new Compass system was influenced by compatibility of the new and old systems.
The issue over the accessibility of the system to people with disabilities ought to have been settled much earlier, and is a profound failure of a transit system which at one time was trying very hard indeed to improve accessibility. There seems to have been a significant unwillingness to listen to what was being said – or a willingness to ignore a small number of users over the need to install and get working a fare system bedevilled by delays and other failures. That is a failure of Translink, not Cubic.