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DS4Ever

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  1. Changing subjects I the other day was analysing the area of Plainsboro,NJ and to say the truth nearly two years ago the fixed route M6 of the Middlesex County Area Transit (MCAT) was scrapped leaving ONLY the NJT #600 in covering that area. I was thinking why eliminate the M6 I mean I can understand the truncation of the route from Princeton junction to University of Plainsboro since the M6 was coexistence with NJT #600 between Plainsboro and Princeton Junction Station but having it eliminated left the communities of Cranbury and Jamesburg. But looking at Google maps I saw that the Scotts Corner road of Plainsboro (where NJT #600 passes through hourly til 7pm) is very close to the area where the M1 deviates to head to Veterans Park of Jamesburg at Route 130...i was thinking since they eliminated the M6 bus route and it passes bihourly why not split the heavily used M1 into two routes have the 1st route make the New Brunswick-Veterans Park run and a 2nd route New Brunswick-Plainsboro (Scotts Corner road) thus each route passing every 2 hours as in the NB-VP 7am,9am,11am,1pm,3pm,5pm...and the NB-SC 8am,10am,12pm,2pm,4pm,6pm I mean we should fix this huge gap betweem NB and Plainsboro and NO let's exclude NJT Rail since im talking for a bargain trip and not a expensive trip I mean MCAT is a $1 that would mean that SHOULD M1 terminate (bihourly) at Plainsboro/Scotts Corner then your trip from New Brunswick to Trenton would be a solid $3.75 very cheap...i mean I doubt MCAT would revive the M6 and much less extend NJT #600 towards Jamesburg Veterans Park to cover the eliminated M6 bus route since Plainsboro Cranbury and Jamestown are all in Middlesex County thus out of jurisdiction for the Mercer county bus line so I hugely doubt NJ Transit would consider extending #600 to Jamesburg So I thought how about have the MCAT M1 split into two routes and cover each segment south of the Route 130 deviant every 2 hours and North of the deviant hourly since both segments would merge...should the M1 Scotts Corner segment be implemented it will fill the eliminated M6 bus route and THUS a connection between NJT and MCAT and also a link between the NJT Mercer county lines and NJT Middlesex County lines (obviously northern Middlesex since southern Middlesex is W/O a bus line only by NJT #600 bus route but since Plainsboro is border town with Mercer county it is saved to be without a fixed route) So i ask you guys what you think of this proposal I think it would be a good idea...BUT there's a but I may assume that this N1 route will not serve Cranbury and only head down deviate Dey road towards Scotts Corner rd for the connection with #600. Since the M1 bus has to have the 1 hour headway that is it should arrive Scotts Corner at 7:55am and head back to New Brunswick at 8:55am leaving Scotts Corner at 8am if the route upcoming intersection of Dey road and Rte 130 is very early as in like 7:35 or 7:40am then may be just may be it could pass by Cranbury but still manage to arrive at Scotts Corner at 755am (and so on each trip afterwards)
  2. So cute back when the lines were redbirds not the dull boring R142 or whatever it is called
  3. Let's not forget that the theory of an extended bx41 may still occur to happens with the new redevelopment plans with the extension of the bx41 it will not only be the ONLY the longest Bronx Route but also the ONLY Bronx Route to enter Queens although in technically does enter it by virtue of the Q50 being that this bus line is based out of Eastchester depot in the Bronx so that makes the Q50 be the BX50 in reality but since the hasn't made official the change is de facto the Q50...but yeah the BX41 is like the same route as the Q44 should the BX41 access the airport and won't have to develop bus lanes not vending machines since the BX41 will coexist with the M60 between Astoria Blvd station and LGA...this would mean than when either bus arrives the aforementioned subway station the B/O will have to speak at the speaker phones what route it is and what will be the next stop (for the M60 is 2nd a.m. and for the BX41 will be Willis av/135 st (NB) and 135 st/St Ann's av (SB) so in retrospect the BX41 will somewhat recuperate its old bus terminal but only til 138 Street
  4. Well it can be split into two segments after broadway the line splits kinda like how the splits at 142 st or the approaching Rockaway Blvd ...therw will be 2 trains (similar to the split trains. To leffets blvd and the Rockaways) after leaving broadway station which I think is the previous stop before Astoria Blvd the train will use the center tracks be elevating (similar to how the is at 111 st station) before arriving Astoria Blvd station the LGA bound train will turn east and a upper level Astoria Blvd station will exist thus having the transfers between the 2 Astoria Blvd station at the northern end and west end respectively and the following stations would exist: Steinway St Hazen St 82 Street 94 Street Terminal D Terminal C Terminal B (last stop unless the mta risk it go to the deserted Marine Air Terminal) In total 7 stops (8 if we count the upper level Astoria Blvd station) will thus be created But there is a catch I mean if the train exist why not let it stay at the remaining part of the Astoria line towards Ditmars Blvd and the go towards the airport Then again is quite a total waste since PANYNJ can easily have Airtrain do the actual q70 bus segment into a new line so I don't think extending a subway may be a good idea also if LGA gets a subway line in its airport why not the train extended from leffets blvd towards the airport via Liberty Avenue and the van wyck...i mean if Chicago has its own subway line go towards its very busy airport at O'hare International Airport why not the more busier Subway lines.
  5. I say yes since NICE and Beeline are the only NON MTA agencies to accept metrocard as well as PATH so why not install OMNY readers in their buses
  6. Ohhhhh ok I though it was a little similar although I just saw that there's a commuter bus that goes from Kenosha to Milwaukee via Racine (and vice versa) for a cheap $4.50 ($3.50 from Racine to Milwaukee and $2.50 from Kenosha to Racine) that would mean one can take the Coach USA Wisconsin bus to Kenosha and take the Metra to the Loop via Waukegan
  7. So METRA won't end at Kenosha but be extended to Milwaukee I mean both cities are very close comparable distance between NYC and Philly
  8. I always wonder what it be like if SIR extends past tottenville across the river to Perth Amboy,NJ I mean you can go from Wakefield,Bronx to Perth Amboy...then again with the opening of the Goethals Bridge the S40 don't extend past Goethals Homes to Elizabeth...imagine having it go to EWR Airport on the S40 hehe
  9. Oh yeah i forgot it is $2.55 to Elizabeth yeah your absolutely right it is $1.60 from Penn Station Newark to EWR Airport so the total payment is really $7.10
  10. Ohhh i didn't notice that I forgot about that transit loophole since should you go to the airport at that itinerary you'll pay as continue: $2.75 PATH $2.75 NJT #62 $2.55 In total you pay $8.05 in other words you pay way less and quite the perspective pay as you heading to JFK which you pay $7.75 only a mere 30 cent difference...the LGA trip cost you $2.75 basic since you transfer to the m60 or Q70 I prefer these buses since their quick especially the latter...but then again one can go to JFK for also $2.75 if you take train to Leffets Blvd and transfer to the q10 or the train to Jamaica 179 st station and catch the q3 both via free transfers as well as the or train to New Lots avenue for the B15 The NJT #62 takes you straight to the airport terminals and is super quick once it leaves the Newark city limits only has about 5-6 stops in Newark after it gets into the highway so yeah forgot all about that loophole XD
  11. I have a question does PATH heads to the Newark Airport train stop for connection to the Airtrain EWR I mean yeah the bad part is to pay another $2.75 for to go from Subway to PATH but let's not forget PATH is runned by another company separate but associated with MTA (e.g..BeeLine bus uses metrocard but is separate of MTA as well as NICE buses) So for a airport trip from let's say from Bushwick Brooklyn one would take any bus to a subway stop at aforementioned sector transfer to subway headed to Fulton Center stop and connect to the PATH WTC-EWR and from there connect to Airtrain Making aforementioned itinerary one will pay up $10.50 which ain't that bad compare to $80 bucks in a taxi
  12. Tell me about it that's why Beeline have the loop bus routes is so confusing to say the truth when BL12 use to go to JV Mall of the 3 routes that go from White Plains to far north of Westchester County the #15 was the most fastest then the #14 and lastly the #12 the latter was very fast between JV Mall and Mount Kisco and moderate fast between Mt Kisco and The Airport after it left the airport was the suffering because of the business buildings in Purchase
  13. Not to mention it is more cheaper by public transit or even taxi because of the huge toll payment at either the GWB the two Tunnels plus the NJTP toll so yeah Westchester County airport would be the best option I myself think the BL12 should be returned back to Westchester av and be terminate at Mt Kisco which would give it a 1h25 headway and be bihourly to Mt Kisco and hourly to the airport anyways the bus really did terminate at the airport on Sundays prior to the JV Mall truncation
  14. Well armonk isn't that rural to me I mean the BL 12 will by law pass through Armonk have it head to Mt Kisco I say it that way since Armonk is like in some sort of oasis inside Westchester County likewise are those communities northeast of the county I mean in that part of the county ONLY the HART (Danbury) Ridgefield shuttle passes through there and it is rush hours only and at dedicated P+R areas
  15. My favourite are the 317 817 600 409 171 But of all these routes my #1 fave is the NJT 317 since it is the longest local bus route in the northeast barely beating the SCT #92 bus
  16. Idk but I think IMO the BL-12 bus should be extended and terminate at Mount Kisco I mean I can get that the Yorktown area be no BL-12 because it has the 15 but c'mon why have a bus and in an area with NO commercial NO MNR station and NO bus connection is a total wilderness having it terminate at Armonk
  17. Exactly it has an unusual ease transfer connection I mean the s58 always comes late and the s54 leaves early . Then again if you wish to transfer for the s54 (could be at any hours time) is suggesting that you tell the B/O after leaving Smithtown or at best after leaving SH Mall you're going to transfer to the s54 so he can radio the s54 to wait at Commack til the s58 arrives. I remember one time me being in the s58 going to Riverhead and it was like 6:47pm and it still did not reach Tanger Riverhead I was very scared it to me being stranded in Riverhead since the s66 LAST bus at that time leaves at 6:50pm and I told the B/O that I was going to transfer to the s66 bus he radio the s66 B/O to wait for the transfer and the bus arrived at 6:57pm so the s66 waa about to leave and I luckily got to transfer to the s66 bus...the same happens in SEAT of New London CT the Route 10 tells the passengers boarding at Pawcatuck (border with Westerly,RI) if you're to transfer to the #108 since its terminus is really a wilderness only use for transfer the B/O radios the #108 bus to wait and indeed it waited for the two transfers which was a lady and myself. I guess that the radio to the other B/O is only to be used If necessary so yeah is a must that the s58 if a passenger says he/she is going far west than Commack should radio the s54 down especially if is the last bus.
  18. Sorry that Macys of commack is no more i wasnt sea de of that as well as sunrise mall...i guess the whole fad of the shopping malls in long Island is going haywire comparing its. Popularities in the 80s 90s and 2000s But I mentioned Macy's since I was going for to mention the transfer point of the S54 S56 and S58
  19. Yeah the s54 has lost popularity since the n79 was scrapped from full time to rush hours only the n79 was like the adjoining twin of the s54 of the passengers of the n79 about 50% transfer to the s54 about 25% to the s1 about 15% to the rest routes stopping at the mall and only 10% are workers or to a lesser extent visitors to the WW Mall I mean is obvious as the vast majority of the people would head to the mall with their cars should they but various items and/or want to depart/arrive on time and not wait like 30-40 minutes for the next n79 bus (if your shift ended at 9:00pm prior to the 2017 cuts you had to wait 30 minutes in the bitter cold...i remember I coming from the last s54 from Hauppauge at 900pm i had to wait half hour for the next n79 with cold weather...thats another thing of Commack i mean the s58 arrives as should come at Macy's at 825pm but it comes at 835-840pm since it is the LAST route so the s54 at most waits til 830pm and it leaves so you be on the s58 and arrive Commack at 840pm you're toast...also I gotta add that waiting at Hauppauge at night time is kinda scary I mean it is all dark in the courts...the s58 would have to extend to WW Mall should the s54 be sacked like you just said add another bus to cover the s58 bus...i mean your absolutely right no bus is over 2 hours headway ONLY the s92 is over 2 hours but those B/O are accustomed since they work for Hampton jitney...the next SCT bus route with a long trip is the s62 with 1h55 so IF the s58 be extended to WW Mall it will be the second longest after the s92. The s62 between Port Jefferson and Riverhead like you just said is plain dead I was aware of that nearly NOBODY gets off at Wading River...also between SH Mall and Hauppauge is also a dead route which conclude that 90% of the passengers count for the s62 is between Port Jefferson and SH Mall....like you just mentioned the s62 is a filler route for the s58 then again barely nobody goes from Riverhead to Port Jefferson I betcha the s69 with is mere 3 passengers get more passenger count than the s62 Pt Jefferson-Riverhead segment as well as the SH Mall-Hauppauge ...idk but I think the s33 should be extended to SH Mall since at theory it is a Loop routr with no northern terminal so why don't extent the s33 to SH Mall and the route will be 1h45 the s33 extension will cover the eliminated s62 segment although the s62 excludes Hauppauge on Saturdays. The 10c gets like mentioned yourself a decent amount of passenger between East Hampton-Montauk is obvious since the route comes every 3 hours and yes they should eliminate the ditch plains segment I mean SCT does this to accommodate Montauk residents for them to go to the Town center and vice versa since Ditch Plains is all houses no supermarket no Walgreens etc...i think as a risk is to extend the s92 to Montauk and have it terminate at the RR station or at the port via the Town center first this would make the s92 a 3 hour headway route so in retrospect a B/O operating from Orient Point to Montauk round trip has worked his/her days work since he/she been on the wheel for 6 hours...what kinda kills time for the s92 is that part in Southampton where it enters a road to a dead end and then comes back sort of like a deviation and no I'm not talking about the deviation to Southampton hospital nono is the segment prior to entering the hospital going east from Riverhead to East Hampton but that beats some time for the s92
  20. The problem is that the s1 should be extended from LIRR Amityville to Sunrise mall I mean it us a mere 5 min distance and the full s1 route is 1h15 having go to Sunrise would in theory be 1h20 minutes...why do I say in theory well is simple to say that there's a HUGE problem with that traffic lights in the intersection prior to enter sunrise damn that semaphore can last up to 10 minutes or more to change also it doesn't count the other traffic signal as enter the mall. I would say the primary reason for the truncation of the n54 from Amityville to Sunrise mostly has to do with that slow traffic light man that semaphore gives me anxiety it takes forever to change...becauae of that traffic light NICE and SCT get scare to extend the n54 and s1 respectively (as well the n19) then again the s33 is a busy route and is by far the only heavy route remaining to suffer the traffic signal slowpoke To me the s1 has gotta be extended it would only have 1h25 of full route of a 1h30 headway the n54 ain't gonna be reverted back anyways make the s1 risk the quicksand of that traffic signal.
  21. Exactly so they eliminated the s71 and s90 and both these buses got in my personal experience a total of 9 passengers (probably between 11-13 since I got off way before the northern terminal) and 6 passengers respectively
  22. Ok I can understand the eliminations of the aforementioned routes but I disagree with the s54 s62 and 10c why?I'll make the reason by routes: s54: this route is very very important as it is the only route to go from WW Mall to Hauppauge some residents from Hicksville and country road take the n79 and transfer to the s54 to ride it to Hauppauge...also it is the only route to ride from Hauppauge to Patchogue...so in my opinion is a huge NAY...the s54 is staying and should the s54 be eliminated then extend the s58 to WW Mall and have it ride from Smith Haven Mall to Hauppauge and Commack with a 3 hour headway as the next route to be mentioned will be supplemented by the s58 bus route. s62: now this is a tricky route since from Monday to Friday it does the full route but weekend it goes as far west as Smith Haven Mall...now I disagree with this route since while yeah it is true it gets half the riders than the s58 I can admit that since I've ridden that route many times but don't forget it is the only route to go from Port Jefferson to Smith Haven Mall and Riverhead...the Hauppauge segment can be replaced by an extension of the route 3D from Hauppauge to Smith Haven Mall OR a detoured s58 route although the former is much more better than the latter but you can't eliminate the s62 and if so take what I've mentioned as plan B routes. 10C: OK now this is another tricky route since the 10C is the ONLY SCT bus east of East Hampton and thus the only route in Montauk...i don't think it should be eliminated I mean sufficient having it run every 3 hours but don't eliminate it as it is a feeder route for the already LONG s92 bus...the 10c was created since the s92 is a VERY long route at 110 km in length....having it the s92 extended towards Montauk should the 10c be scrapped it would have a total route length of over 130 km...to put this length in perspective the s92 route will have the same length distance between Orient Point and Montauk as the same as from New York City (Manhattan Midtown) to Philadelphia at a flat fare of $2.25 one way trip it will also be the longest local bus route in the northeast USA ad it will surpass the NJT 317 as the longest local bus line of the aforementioned USA region.
  23. I once said about 3-4 years ago that the s92 was a very very long route its route is 3 times more longer than the s78 bus and is 50 in shy of the real longest bus route in the states the NJT 317...the s92 basically splits up in 2 portions the North North fork route from Riverhead to Orient Point via Greenport and the south fork portion to East Hampton via Flanders and the Hamptons via Sag Harbour...I put a statistic in that 75% of the ridership is the SF portion while the NF portion at 25%...but is really depending time and day since majority of its passengers get off at Riverhead or itineraries since Riverhead is basically the ONLY transfer point between the S92 and other SCT routes and by virtue to the west part of the county going to as far as Patchogue (s66) Hauppauge (s62) or East Northport (s58) since the rest of transfer are to feeder routes (10B and 10c the latter more important since it heads to Montauk as the only bus route out there) then again 4 years ago this turned out to be really a. Myth in wh ich many do go beyond Riverhead if boarded in itineraries going either to Greenport or East Hampton...in reality I remember once summer 2015 I got on the 440p s92 to Riverhead which by schedule was suppose. To reach Riverhead by 600pm but reaches nearly 1 hour late 657pm missing the 645p s58 and the 650p s66 but luckily catched the s62 to Port Jefferson and took the LIRR back to the city in that rush hour s92 I witnessed a 1st time ever packed Suffolk Transit bus it looked like I was in an MTA bus like the q58 bus but it was in Suffolk county...when I pressed the stop request button I was the only one disembark with the packed s92 going to Orient Point (last bus up to the point) but I got a glanced of many Latinos boarding the bus going from Hampton bays and especially Flanders which is home to a sizeable Hispanic population and really the poorest portion of the Hamptons since the hamptons really commences here in Flanders (where the big duck is located)...in return I would say YES and NO...yes because Riverhead is the tanking refueling point of passengers but no in which many go beyond Riverhead...I once suggested that the s92 be split in 2 routes but by witnessing 4 times ridership in the s92 I can estimate that about 60% go between the 2 forks and 40% disembark at Riverhead is a must to say that the s92 WON'T be split into2 routes since more than half the ridership go beyond the 2 forks especially the Hispanics at 85% since many work at the rich people homes as landscaping heck the Hampton are clean because of them (well I give them my support since I myself am Hispanic) but to them the s92 is like a regular MTA bus route just that it is in Suffolk reality in the end of the county so its a NONO for the split P.D: really no one go past Greenport but the bus goes all the way to O.P.anyways but it really goes there if a passenger there is willing to go to Orient Point if he/she gets off at East Marion or Orient but I can estimate that probably like 3-5 people board the Greenport-Orient Point segment virtually all the very low ridership is treated like a shuttle since all get off at Greenport...I can guess that the s92 goes to Orient Point for 2 reasons 1) the Ferry pays the bus segment from Greenport to the Ferry dock since the s92 really I repeat really terminates in Greenport heck all 3 times I went to Orient Point the driver asked me if I was going to the ferry dock dock which I replied with YES...but in virtue the s92 dissent go to Orient Point...I can assume that if a 1055am s92 from Riverhead arrives Greenport at 1150am and in schedule due to arrive the ferry dock at 1210pm what the driver would do is terminate in Greenport go buy its lunch at the supermarket or dinery nearby and just adjust its clock alarm to 1225pm to leave Greenport and report there for the 1240pm departure...in turn they do this since this part of the county is sparsely populated possibly the only region with a very low population and with a bus line I mean Oyster bay has more people than this region compared and no bus routes...the true reason drivers do this is because 1) rarely no one goes to the ferry dock (5% at much) 2) the bus much more be adjust. To be on time the departure or arriving ferry boat (1210pm to 1240pm is a big margin) and the real reason is 3) Greenport has it all for concessions for the driver also if the bus is bad shape after the 3 hour+ trip from East Hampton it can change buses at the garage since the s92 bus garage is at Greenport hence giving Greenport as the as the TRUE terminal of the s92
  24. Guys I have a question important...I'm looking to go to Lakewood this weekend and was wondering if I can take the NJT 832 to Asbury Park and TRANSFER to the 317 I mean yeah I know the 317 tariff is very elevated but can I reduce the normal fare to a discounted fare like the ones from CT Transit or is a new fare in just sceptical thanks
  25. NICE Is no responsible because the agency was an ex MTA Subsidiary so it has its MTA like remnants unlike Beeline whom always was an independent bus company however south of white plains is where the irresponsibility occurs by fact it has more frequent bus lines not like up north which sees less frequent buses like the 15 for example last bus leaves Peeskill 512pm Cortland Town Ctr at 525pm and Yorktown 545pm (the penultimate s58 departure from Riverhead for perspective comparison) Pleasantville 615pm...Hawthorne 623p and get this it arrives WMC at 630pm WCC 640pm Tarrytown road 645pm and Transcenter 655pm (a 1h45 trip) What im trying to say is that NICE is irresponsible there maybe with the Great Neck N57 and n58 since there feeder routes and not fixed routes theres a huge difference
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