Stop Request

One defect that does not usually appear on the defect card is that of a stop request. Most of the time as operators, we become so familiar with our routine that we almost don’t need the stop request lights or bell to know where and when people are getting off the bus. Likewise, we know where we must stop and open the doors, even if it first appears that no one is intending to board in the zone. Hospital stops are a no-brainer for stopping and lowering the kneeler automatically. Certain stops around corners and with limited sight distance are also good places to stop, even if we hear no ring. Hermann is such a stop on the 22, as is Kansas, before turning towards 17th. Recent changes to our operating rules made by voter initiatives and technology have given a strong voice to our riding public and have provided managers with tools to enforce the rules and make those of us who operate the buses more accountable for our actions.

It used to be that you guys were just as tired and fed up (as we were) when you were on your ride home, so there was no way you were going to dial the Muni number on your land line to an office that was by then closed about being passed up by a Muni bus.

Today, with cell phone in hand and a simple 3-1-1 on speed dial, a call can be placed immediately and a written record and ID number generated on the spot. When I was being observed, I received a call within five minutes from Central Control about someone I had passed up three stops back. Wow! That is a big change from the first ten years I spent behind the wheel with only the land line number, 673-M.u.n.i. So even if I put in a miscellaneous form, no way was I getting out of a hearing or discipline on pass-ups on the 49.

The bottom line I learned from all this was that not observing the one block spacing rule can get me in trouble when my leader is close in front, and another bus (such as the 14) is behind me. I have to realize that new riders are not hip on how to signal a coach at a multiple-line stop. Not being ready is not a valid excuse as a pass-up. The only one needed to be taught a lesson was me!

Twelfth and Otis is one of those “around the corner” stops that need be made, even if we don’t see anybody waiting as we turn the corner on the 49 from S. Van Ness to Otis Street. A coworker recently commented on a PSR he got for a pass-up at this stop. No one was waiting at the stop and he kept on going. I, too, have done this many times but have been written-up for accumulating too many of these no-stop bus stop actions. Coaches send digital information from their onboard mother board about how many times we open the doors, for how long, and at what stop. Every action on the bus is recorded, including PA-announced stops.

With the simplicity of calling a three-digit number (311) and a digital camera file in cloud storage (not on a 72 hour loop that erases and re-records), those of us who have been around for ten- plus years must adapt to this change. We must realize that pass-ups to manage our passenger load or headway must be made—even if they cause intending passengers a delay in boarding a coach. Coming to the curb and opening the door may no longer be enough to satisfy the requirement for making a stop. Moving away from the curb can only be done if there is no bill-boarding (restricted view, such as the inability to see around) from other large vehicles. Hence a four second spacing rule between such large vehicles, to keep the view ahead maximized.

It’s difficult to override a habit I have developed over a period of time. I have been so obsessed with continuing to make the schedule at all costs that I have reduced dwell time in the zone at certain stops. I am overcoming this tendency by trying to stay in one place and keep my doors open longer. Still, there are some late-runners that don’t make it in time, and I have to let go of the outcome. I must be clear of fear as to whether latecomers will call in on 3-1-1 and complain that I passed them up. There appears to be an invisible ledger of karma that can keep trouble at bay if I have waited for runners. The same is true for right-of-way with other cars. God usually gives me a signal that my grace is about ready to expire. If close calls start occurring with unusual frequency, I immediately pray for a larger space cushion between vehicles and waiting for passengers to board and sit.

There seems to be an increased perception from those who miss my bus that I am not doing my job when I do not stop. I accumulate too many pass-up notices within a three-month time frame. Once again, our mirrors only capture a small zone alongside our bus, and we may not see someone running from across the street or perpendicular to where our coach is standing. Just yesterday, as a passenger, I saw this happen several times while occupying the last seat at the back of the bus. People would run from the BART station steps on the side of the bus, and I could see them running, but the operator could not see them and pulled away. This makes us look bad, but we aren’t intentionally passing them up.

This hasn’t been easy, especially with new riders. I have to do what has been suggested: slow down and not worry about a full bus. These are the two biggest demons I have had to fight on the job with headway changes, and if I can cross the retirement ribbon finish line with my operator status in good standing, I will have crossed victorious! Keeping Zen is all the challenge I will ever need. And it is as basic as this topic and the action in a stop request.