B35 via Church

7 hours ago, FlashThunder said:

Since when did 165R took/discharged passengers on Route 4? I thought it ran non stop to and from PABT after River Edge. 

That's the #165RF that does that....

The #165R has a couple of stops along rt. 4.... Whatever that last stop is along rt. 4, is when it runs nonstop to PABT....

On 5/22/2024 at 5:03 PM, NewFlyer 230 said:

I wonder why NICE is even bothering to provide such a service when the s1 already does that? I am under the belief that this is the eventual setup to the n71 being eliminated....

I don't have a problem with the core of the route (matter of fact, I like the change where they now have it running on Fulton st - albeit they could stand to add another stop along it, instead of having just the 1 stop), I have a problem with the endpoints.... As stated earlier, I don't think anything should be ending at SUNY Farmingdale, and IDRC for turning LIRR Amityville into this hub of sorts... Way I see it, this is all setting up for when Sunrise Mall completely goes defunct.... We already see what they did with the n71 (eliminate that layer of service along Hempstead Tpke. to have it run past Sunrise to LIRR Amityville).... I really want to see what NICE is going to do with the n19 & the n80....

Something else I don't have a problem with, is doing away with having the n54/55 and the n71 running b/w HTC & Sunrise... At least they maintained service levels along Hempstead Tpke. (by adding service on the n70) with the loss of the n71.....

On 5/22/2024 at 5:03 PM, NewFlyer 230 said:

I wish they would give the n1 bidirectional rush hour service to Jamaica to avoid the transfer to the n6 which is always crowded by the time it hits Elmont Road.

However I would modify the n1 so that for any trips that goes to/from Jamaica it would skip Green Acres and go straight to Hewlett. If rush hour service was to ever get down to 15 minutes I would have a n1x service every 30 minutes between Jamaica and Hewlett (skips Green Acres) (rush hour only) and the regular n1 (every 15 minutes) that will run still run between Hewlett and Elmont via Green Acres. 

- You may get your wish with that first part... However, if that were to happen, I see it coming at the expense of n6 local service.

- As far as modifying the n1 in such a manner & instituting an n1x, I happen to agree with the way NICE currently has the n1 setup on weekdays, where buses either run from Hewlett (serving the folks south of Green Acres) or from LIRR Valley Stream (saving runtime by not having buses serve Green Acres, albeit as an n1 short turn short of it)... I don't see a real need for an n1x, because the n1 doesn't carry that well south of Green Acres... In turn, I wouldn't have buses from Hewlett skipping Green Acres, because it could use the ridership...

I know you're talking about weekdays, but something I would do on weekends is have the n1 throughout the day (on current headways) run from Jamaica to Green Acres, with no service south of Green Acres.... The n1 would do much better b/w Jamaica & Elmont on weekends, than they currently do south of Green Acres on weekends...

On 5/19/2024 at 2:35 PM, BM5 via Woodhaven said:

....because it largely appears that SCT just wanted to rush the new system in for the sake of saying that they changed things around.

Even with the old network, SCT did much of nothing throughout decades to grow their riderbase..... For however few working class people use NICEbus (for example), significantly less working class people use buses in Suffolk County.... Regardless, it makes you question why/what this big rush was to have this new network come to fruition, is really about....

On 5/16/2024 at 2:07 AM, checkmatechamp13 said:

Apparently the 56 is going to run weekday middays only. No schedule posted to the website as of right now.

https://sctbus.org/portals/32/maps/SCT Detailed Map 12x36.pdf

The first rendition of the #80 (before they turned into the loop it is now) was more useful than this....

I'd just have this replace the #5's routing through Smithtown & call it a day.

53 minutes ago, Lex said:

Looking at the new schedule, I suspect they'll try to interline this n71 with the n70 as much as possible, which means they'll need to share a terminus in order to minimize logistical issues.

For all I care, the n70 can be cut back to Conklin/110 also.... Once it hits 110, there are more EB riders getting off at that first stop (after the turn onto 110) xferring for the S1 than are staying on the bus north of Conklin.... Regardless of anything involving the n19, I don't think anything should be terminating at the college (including the SCT route #12. which I think should run to that Wal-mart along 110)....

I just think having buses going back & forth b/w SUNY Farmingdale & LIRR Amityville all day is wasteful (the current weekend n71, or this soon to be rendition of the n71)....

IDK if some of the (current) weekend n71 trips interline with the n70, but I know they interline with the n54/5 at Amityville.... Now that they're going to have this rendition of an n71 run weekdays, I'd look into combining it with the n19... Have it continue on Merrick rd & turn onto 110, parallelling the SCT route #2 to LIRR Amityville... Then continue the n71 routing as slated (which will fill that gap, benefiting those folks that work in that business park around Bi-County blvd) via Fulton, to Conklin/rt. 110, to end (like those weekend n72's did, before those got cut)..... Either way, I wouldn't bother running it to the college, not even for the connection to the SCT route #12....

On 5/14/2024 at 6:16 PM, bulk88 said:

New Q31 and new Q65 was my proposal in 2019 at Queens boro hall open house and it official now. The existing bus map was made to keep POC like me out of NE Queens. Currently/historically there is NOT 1 bus from South Queens that crosses Northern Blvd between Main Street and Francis Lewis. And Q76 is 20 minute service at best, plus goes through "nowhere" more than the Q31. Q31 peaks at 15 minutes. Q76 is worse at 20 ish. New Q65 and new Q31 finally break the Northern Blvd barrier that isolates north Queens from "undesirables".

White flight happened well after the vast majority of Queens bus routes were created....

On 5/17/2024 at 7:39 AM, nuyorican said:

the queens bus redesign should've been implemented before congestion pricing starts. the subways are packed to full capacity already in queens good luck getting on the 7, E, F, M, R, N  AND W durning rush. Q66 should be SBS to Columbus circle, Q44SBS was going to moved to whitestone express  service will now remain the same. smh removing and combing some stops removing others. the first draft plan was pretty good this new plan just sucks.

I could do without a Q66 to Columbus Circle or a Q44 to Fordham.... We could use more interborough bus routes in this city, sure - but not at the expense of prolonging routes that already carry heavy, subjecting them to even more delays than what they have to put up with now....

15 hours ago, Ex696 said:

The same draft plan that proposed removing the Q53-SBS, replaced the Q8 with an SBS that has large stop spacing, removed Q20 service north of Northern Boulevard and south of Union Turnpike, proposed replacing the Q113/Q114 with an SBS that only made 3 stops in the Rockaways, to name a few?

This, even more than the idiotic Q53 removal, was the one that really sent me over the edge.... That QT5 that only had 2 f***in bus stops (Woodhaven & Lefferts) along that long ass stretch of 101st - with the notion that folks would either just hoof it up to Atlantic, or down to Liberty for "local" service to/from Jamaica...

On 5/6/2024 at 12:32 PM, Ex696 said:

No, I wasn't thinking of it like that, just something to possibly alleviate the B6 and B11 between the college and the station.

Running B103's to Bedford/Campus rd. for that reason is like trying to fill a water balloon with a fire hydrant..... Combined B6, B11, and B103 service for those students is egregiously excessive....

On 5/6/2024 at 12:32 PM, Ex696 said:

I think that the B103 should be left the way it is, but this was just what I was thinking of, in the scenario that the B103 split into the B81 isn't reverted by the time the redesign is actually implemented.

Lol..... I'm just gonna say that their proposed B81 (or their potential to do away with it) isn't going to have me thinking (to the point where I'm inquiring) that the B103 run over to Bedford/Campus rd. (of all places) to serve as a supplement to the B6/B11 for those students/school kids....

from the link in the above post:

Quote

Paper Tickets:  Customers should bring unused paper tickets purchased prior to June 1, 2024 to a customer service office (locations and hours listed below). Customers will need to provide contact information and should have their receipts with them in order to expedite the refund process. For customers who don’t have their receipt, you will be asked to provide contact information and the last four digits of the credit card used for the purchase to have the money refunded to the credit card. Refunds will take longer to process for those customers who have no receipt or other transaction information. Customer service staff will document the number and type of tickets received and forward them to NJ TRANSIT’s Refund Department for verification and processing before issuing the appropriate refund.  Refund processing is expected to take approximately three to four weeks.

Not that I bother with anybody's refund policy (to sum it up, it's not worth the hassle for me), but reading this snippet, I'd be assed out here anyway, because virtually everytime I use the TVM's, I pay in cash... I don't bother printing out receipts after purchasing these tickets.

Starting this weekend, I'm going to (try to) use up the tickets I do have left.... I say "try to" because for starters, this one ticket I have of/for the #114 (dated 8/23/22), I tried using earlier this year & the b/o refused to accept it.... The badly faded ones (which the #114 one in question actually isn't), I'm just going to throw out...

- Unlike with this n71 SUNY Farmingdale - Amityville route, that n31x is crazy enough to work.... Most riders from the Rockaways are either heading to, or north of Merrick rd... On top of that, most the riders seeking points north of Merrick rd. are going to Hempstead (not necessarily HTC itself, but it is inclusive)... It'll also take a certain number of riders off the n15 b/w RVC & HTC.... Whoever their planners are (and/or whoever's feeding them information), are doing their homework.... The way I'm looking at this n31x, is that it's a measure of potentially phasing out the n31 and that Mercy Medical shuttle.... Just look at this current n71 "pilot" that's going to end up being "the" n71, with the portion west of Farmingdale being phased out....

- I hope this isn't the case, but what I'm starting to think with this involving of the n1 (as it relates to the n6) is that they're looking into cutting into n6 service by having both of these routes coupled (much like the current n31/32, or the current weekday n70/71 are).... In other words, decreasing the amount of total n6 trips in/out of HTC.... I do not see the having of buses ending at UBS along Hempstead Tpke. being a long term solution.... I look at MSG & see what happened with the M10 & the M4, & AFAIC, the Q32 is next....

- I would try my hand at a weekend n21/n27 loop b/w Glen Cove & {LIRR} Roslyn (no actual layover in Roslyn, only terminating at Bridge/Pratt, alongside the post office in Glen Cove)... While the n21 only runs 6 days a week, generally speaking I wouldn't bother with having both the n20H and the n21 running to/from Great Neck on weekends....

1 minute ago, Lex said:

Probably, but that would quickly fall apart with all the weekday traffic on Bedford Avenue, particularly before school starts and after school ends at Midwood High.

I don't disagree, but I'm trying to figure out his rationale here (especially when he mentions not necessarily saying that the Junction is a stub, which isn't the issue.... like, who exactly is thinking that anyway??).... In any event. I would be against doing that to the B103 for a number of reasons.... Outside of what you mention here, two of which are [grossly overserving the immediate area with the B5/6, B11, and all B103 service] & [an implied supporting of that proposed B81; or at the very least, further justifying having all B103's be cut from running Downtown]...

On 4/21/2024 at 1:03 PM, Ex696 said:

I was thinking about something. If they're going to truncate the  to Flatbush Junction, would it be beneficial to extend the route to Brooklyn College? It would continue on Avenue H down Jerry Jacobs Way and Campus Road and terminate at the eastbound Bedford Av/Campus Rd stop on the B6/B11 and follow the B11 to get back to Flatbush Junction. Not necessarily saying Flatbush Junction is a stub, but it was just something on my mind.

Is this supposed to be some way of avoiding the (would be) stark increase of buses at the Junction?

On 4/30/2024 at 9:11 AM, Gotham Bus Co said:

I would renumber the GWB routes into the 270-280 series. That would free up the 170's and 180's for variants of the 150-160 or 190 series routes.

Not that I'm all that wild about route renumberings, but FWIW just to entertain the conversation, I'd use the 200's for express variants of NNJ routes....

e/g. the #151 would become the 261, the #190X would become the 290, the #148 becomes the 248, the #177 to become the 267, etc..... With routes that have multiple express variants (like the #165), the current suffixes would just be appended to the corresponding 2xx route number... So the #165p would be the 265p, the #165rf would be the 265rf, and so on & so forth....

On 4/24/2024 at 12:28 AM, BM5 via Woodhaven said:

Speaking of X trips, I really do think they should try their hand with a 119X. That trip down to Bayonne can be brutal even outside the rush hour, I can only imagine how much worse it gets during rush hours. Plus I do think there's ridership to support such a service

Way I would do it is basically all stops south of Sip Avenue along JFK Boulevard, then express to/from Manhattan (no JSQ). That could mean take Tonnelle Avenue to NJ-495 between New York and Jersey City.

Given that they already have short-turns to/from JFK Boulevard & 61st Street that shouldn't be too much of an issue (especially since inbound buses are pick-up only). Perhaps it can start off as a weekday rush hour type of thing, and then expand as necessary.

On 4/24/2024 at 12:59 AM, checkmatechamp13 said:

@BM5 via Woodhaven Yeah I would definitely agree with testing out a #119X (with the way you have it set up, it could also potentially take the Holland Tunnel if there were issues at the Lincoln Tunnel).

I'd just have it run the current routing to/from PABT, but have it running nonstop from/to JSQ (meaning, serving it).... I'd say the worst thing you could do for such a route is having it take Tonnelle to 495; I can't advocate for anything having to put up with the Tonnelle Circle....

Regardless, while I don't so much mind the concept of a #119X, I'm simply not on board with this having #119's bypass JSQ bit.... This construction that's having buses currently bypassing JSQ for most of the day, should be just a temporary measure & not a permanent one...

On 4/24/2024 at 3:17 AM, Lawrence St said:

I forgot that service pattern even existed, good lord. NJT needs to stop with having thousands of variations for a route. Especially since that Hamilton Park branch is barely used and could instead be served by the 123.

Quite honestly, I don't have a problem with the #126 running on either [Washington] or [Willow/Clinton]... The thing AFAIC is, that they run whatever number of #126 trips to Hamilton Park during the PM hours, as to not overburden Hoboken Terminal... During the AM rush, it's less of a problem because there's less trips starting at Hoboken Terminal; there's inbound trips that run from Hamilton Park, Clinton/1st, and Clinton/5th (I believe that other short turn starting point is)... What I'm ultimately getting at is, too many of the PM/outbound Willow/Clinton trips run to Hoboken Terminal.... Obviously not all of them, but I would have a sizable number of those PM Willow/Clinton trips stopping dead at Observer Hwy (and none of them running to Hamilton Park)...

To sum it up, I don't think #126's should be running past Hoboken in any capacity... The #123 isn't nearly as busy as the #126 in general, so that would be the route I would have serving the immediate area around Hamilton Park during peak times (again, at a lesser clip than they of which they have #126's serving it)... Which just about perfectly segues into...

On 4/24/2024 at 12:59 AM, checkmatechamp13 said:

@B35 via Church What are your thoughts on extending your proposed Hamilton Park #123 branch to Newport Mall (and running the resultant branch full-time)? And then turn the #86 into an Exchange Place - Union City route.

There's a reason why I said "I can side with the general idea of running the #123 to Exchange Place"....

- Not sure if I ever said it on the forum, but one of my ideas for the #123 was/is to run it to Newport Centre.... If I had to choose one of the immediate areas over the other, I'd much rather run it to the mall full time, over that of to Exchange Pl. from PABT... As for Hamilton Park, that would only be additional peak hour service (extracted from the current #126)... Maybe about 6-8 total peak trips max (3-4 peak AM + 3-4 peak PM); not nearly as much total trips to/from Hamilton Park like that of the current #126... Ultimate point being, I wouldn't run a service to Newport Centre via Hamilton Park; don't see it as necessary (full time service to/from Hamilton Park is grossly excessive), not to mention that would be a waste-of-a-time loop/backtrack.....

- I wouldn't use an extended #123 to further erode the #86....

• I say erode because generally speaking, from Union City (north or south of 495), I'd say there's more demand for Newport Centre than Exchange Place throughout more of the day.... So if you have all #86's running to Exchange Place, it'd be less useful IMO... At that point, you may as well eliminate the #86 & use some of its resources to increase #84 service (which I think should happen regardless), among other things...
• I say further because the route was once (more of) a variant of the #84 - which runs to Nungessers.... With the advent of the HBLR, they scaled the #86 back to Bergenline av. HBLR....

If the idea is to have a Union City - Exchange Pl. route, I'd just do away with the #86 altogether & expand the span of & extend the #82 route to Bergenline av HBLR.... From said HBLR station, it'd go JFK - Paterson Plank - Summit - current route to Exchange Place... Outside of bypassing JSQ, one reason the #82 even exists is to supply *some* level of direct service to Exchange Pl. from areas well west of Palisade....

As long as the amount of farebeating having been & being what it still is, coupled with some routes being fare free (temporary or otherwise), for me, these stats aren't even worth having discussions about anymore for me... I'm not even curious about what routes, or to what level those routes have rebounded (or however you wanna put it) from late 2019/early 2020, onward.....

12 hours ago, biGC323232 said:

On weekends that wouldnt be that bad...Christ hospital not that far from JSQ and the 125 runs terrible and that might boost ridership a little on the 123 in my opinion...To be honest the 119 should only stop inside the terminal is overnight with they stop the 10....

Yeah, the #125 runs like crap, but length isn't the reason why I wouldn't bother running the #123 to JSQ... @BreeddekalbL's "random thought" there appears to be rather implicative of having the #123 take the place of the #119 running inside JSQ, which I can't concur with....

8 hours ago, FlxMtroD said:

Why not have the #123 extend to Exchange Place via Newark Ave instead of Journal Sq? Already have enough bus routes in and around the Journal Sq area that goes to New York. Exchange Place will have their very own bus line going into Mid Town Manhattan 

5 hours ago, Lawrence St said:

Can we get rid of all these variations to the 126? There’s no reason large buses should be running down some of these tight *** side streets…

I'd kill two birds with 1 stone here, because I never cared for the #126 running past Hoboken to serve that pocket of Jersey City at/around Hamilton Park....

I can side with the general idea of running the #123 to Exchange Place, but during peak hours (peak direction), I'd divvy up trips between 1] short turning at Congress st. HBLR, 2] terminating at Hamilton Park (less total trips serving it than the current #126), and 3] terminating at Exchange Place - however, peak trips to/from Exchange place would be all 'X" trips (inbound trips would run straight to PABT after Congress st, outbound trips would have Congress st. be the first stop after leaving PABT).... All other times, no service to Hamilton Park, but I would still have a significant enough an amount of trips short turning at Congress st. HBLR....

7 hours ago, BreeddekalbL said:

The counter-point is would it run against path?

You mean like the current #126 from Hoboken & the current #119 & #125 from JSQ?

5 hours ago, BreeddekalbL said:

Random thought after JSQ rehab is finished would it be worth it to extend the 123 there, following the 84 there and back from christ hospital due to hypothetical complaint that they don't want buses ending in the residential neighborhood etc

For what? The #119 would go back inside JSQ.....

On 3/24/2024 at 7:26 PM, BreeddekalbL said:

Random thought what about swapping the 119 and the 125 routings north of Journal sq? 🤔

Hard disagree.... Subjecting the #119 to the helix & that stretch of 30th/31st st in Union City would loom that much more detrimental to the thing, compared to the way the route currently slogs south of Congress....

37 minutes ago, checkmatechamp13 said:

So I found out there's a free shuttle to the Hopewell campus from the Stuyvesant-Prospect neighborhood: https://www.hopewelltwp.org/DocumentCenter/View/11739/TIPSMART-Guide-Mercer-Hospital-Listing-3323

I guess that's an alternative to taking the #608 to the last stop and walking along the highway, but it should be better-publicized, and in any case, the #608 should be extended there anyway (connections to/from the West Trenton SEPTA station, and to areas along State Street, not to mention the direct connection to the Trenton Transit Center).

It's not better publicized because it's not for the general public... It's only for Mercer county residents.

On 4/18/2024 at 6:58 PM, Lawrence St said:

Complete waste of time & money. Microtransit won't work for routes like the 12 or 32. 

I'm more of a proponent of microtransit being used within denser areas, as opposed to within semi-rural areas... In either case, as I not too long ago said in the SCT redesign thread, microtransit shouldn't be used to supplant public fixed routes (especially those that are under-performing, or otherwise below par)....

Specifically to the 2 routes mentioned, well, as we both know, Bee Line themselves destroyed the #12... As for the #32, I honestly think fixing that route is an easy fix... Get rid of the portion west of Park Hill & have it circulate to/from MNRR Yonkers - something like this..... The #8 is all is needed for the portion of SW Yonkers, west of South Broadway....

2 hours ago, Lex said:

I'm not sure if I agree with that bolded bit.

I have no doubt about it..... Otherwise, SCT would've unapologetically cut the 10B/10C outright.... Public transit providers are (mis)using microtransit as a passive means to slowly cut bus service... The concept will be used as the scapegoat as to why to the "East Hampton Zone" & the "Southampton Zone" will end up failing.... It puts the (performance of the) 10B & the 10C off the hook.

Not saying you're implicating this, but I still want to make the point.... To sum it up, microtransit is not the answer to a poorly utilized fixed route service... This is the trend (or craze, as BM5 puts it) that these public transit providers are resorting to & to me, at the very least, it's further aiding in giving microtransit a bad rep'...

The problem AFAIC isn't the general concept of microtransit (which is how the pro-microtransit folks construe the criticism) as much as it is microtransit being used by public transit providers to supplant fixed route services.... Let's just call it for what it is - it's done as a passive, gradual way of cutting bus service....

For discussion's sake I guess, I'll just leave this flowchart here from Jarrett Walker's blog for anyone to ponder where the 10B & 10C falls into this...

54 minutes ago, DCTransitFilms said:

funny enough that same 119 got lost in NY going to the Lincoln Tunnel. Ended up at 25th Street & 11th Ave

Feel sorry for the poor guy/girl..... I would've helped out with getting him/her back to PABT if I was on that bus.... Too many pax in those situations either get worried/panicky or start cursing out the b/o & it tends to piss me off....

On 4/11/2024 at 10:15 PM, N6 Limited said:

There seems to be two AM n6 trips (7:18 & 7:54) to USB arena, which appear to enable interlining with two n1 trips (7:55 & 8:32) to Hewlett.

 

https://www.nicebus.com/Tools/Maps-and-Schedules/Line?route=n6

https://www.nicebus.com/Tools/Maps-and-Schedules/Line?route=n1

In order to keep the scheme of only having n1's running [to Jamaica in the AM] & [from Jamaica in the PM], this is how they try to handle catering to n1 demand from Jamaica during the AM hours.... That's what has to be resorted to; As they can't have inbound AM n1 trips leave as n1's back to Hewlett, because almost all of them are interlined with AM n26 trips to Great Neck.

On 3/2/2024 at 1:49 AM, N6 Limited said:

When I used the N15 in LIB days, many were riding to One Old Country Rd in Nurse attire, and Clinton/Glen Cove Rds for the shopping Centers, if not East Gate Blvd. Anyone going to Roosevelt Field preferred the more direct N35. If there are trip generators in the area again, they may need to revert the old N15 routing at all times. The last southbound N15 was about 10PM and Glen Cove Rd stop would be busy, many waiting for the N15 to Hempstead/Long Beach and N22 to Jamaica ( Some for N24).

As I see it, the issue with those old n15's to RFM via OCR was that the demand was grossly imbalanced/one-sided... Virtually nil during the AM hours, but enough to warrant service during the PM hours... If there's people at the Country Glen shopping center & those other shopping plaza's up along Glen Cove rd. in Carle Place making their way to the WB n22/24 to xfer for those Mineola n15's (instead of for the n40/41), I wouldn't know it... But what I do know is that there no noticeable amt. of people walking from those shopping centers to RFM, or people making their way to that stop across from the Carle Place diner to take the EB n22/24 or SB n27 the one stop to RFM....

8 hours ago, nightmare402 said:

The 119's that stop at JSQ are labeled 119J

...but yet the #163's that short turn at GSP Mall have no suffix; go figure.... It would be one thing if GSP mall was a part of the regular #163 route to Ridgewood Terminal, but it isn't.....

JSQ, OTOH, was always a part of the #119 before the construction at JSQ, so to append a temporary suffix for that, **shrugs**....

On 4/11/2024 at 6:47 AM, aemoreira81 said:

I have to wonder if there is a reason why E450-based cutaways aren’t ordered by the MTA, especially for Hudson RailLink and some Staten Island Division routes, like the S42, S54, S55, S56, and S57. Those routes, outside of school trips, are among the lowest ridership routes in the system (the SI routes).  (I also wonder if the Bronx could use it for the Bx24, Bx29, and Bx46, given that the Bx29 no longer serves Bay Plaza…moving the Bx46 to Gun Hill via a Bruckner deadhead.) This would be about a 50-60 bus fleet.

....and as for the lowly utilized express bus routes?