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aemoreira81

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  1. Toronto tends to want 18-year lifespans for buses, and they don't get federal dollars from Ottawa. Their O5s were retired at 20, and CNG O5s were actually converted to diesel using powerplants from older buses to allow them to run to 20. I personally believed at the time that the 800 and 900-series C40LFs should have been converted to D40LFs and sent to MTA Bus primarily (so that O7s wouldn't have had to be sent there to retire the last RTS buses there).
  2. Do the remaining RTS buses have to go? Yes. However, IMO, it should be delayed (last bus retired) until the end of the spring pick.
  3. Narrows Road service: The SIM3C and SIM33 currently both serve Narrows Road. However, the SIM33C is a significantly longer route than the SIM3C, although the SIM33C has a longer span of service. Why can't the SIM33C be sped up so that the first dropoff/last pickup is at Slosson, at least until the early evening inbound when SIM3C service drops to hourly (that is, starting with the 5:15 PM departure from Mariners' Harbor until the last inbound departure of the service day)? The idea is to give each route a unique market. Also, what about a SIM4J that would replicate the old Red and Tan Route 144 that used to run between Jersey City and Staten Island, albeit with MC-9s and later RTS buses? The S89 would have its frequency reduced, but its hours of service could be expanded as a result, not unlike how the S93 has gone to a veritable shuttle service (headways no worse than 12 minutes), making the S89 a full-time weekday service. I'd propose 4 trips each way operated by Academy.
  4. This is where merging the TBTA Police with the rest of the MTA Police would also do wonders, creating one force that in addition to patrolling the railroads (SIR, LIRR, and Metro-North/CT Commuter Rail) could also be in plainclothes watching for farebeaters, with another mobile force cracking down on gypsy cab/van operations. TBTA can only patrol the bridges and tunnels, but many of their officers have been made redundant both with open-road tolling and the addition of state trooper patrols.. I have to wonder if there is a case for ATU 1056 to make with respect to the routes out of Jamaica Depot, or for TWU 100 to make about the Q111/3/4.
  5. Multiple reasons: Lack of enforcement by the NYPD has allowed dollar vans to fester out of control. The prevalence of dollar vans (nowadays almost exclusively cutaway vehicles) has taken ridership off of the B41. Runs get cut as a result of decreased ridership (but the demand is there as shown by the dollar vans). What I see needing to be done, in no particular order: Any XE60 buses should be dedicated to Flatbush Depot for the B41 (which would warrant it with stop and go traffic) for increased capacity. State Trooper/MTA Police crackdown on the dollar vans (since the NYPD won't do so) with a contracted towing company for impounding vehicles. Bergen Beach service would be designated B40 as a distinct route. Select Bus Service introduction to the B41 and an Eagle Team/MTA Police/State Trooper enforcement. (On the B82 SBS, some Eagle Team stops have resulted in as many as 12 people being removed from a bus for fare evasion.) Modifying the schedule for fare evasion as follows (bullet points) First offense: 50 times the base fare (currently that would be $137.50) Second offense: 100 times the base fare (currently that would be $275) Third offense: Class A misdemeanor (Section 165.15 of the NY State Penal Code). Checks due to the person could be intercepted to pay the fines. As for why I would want police enforcement---oftentimes, farebeaters are people committing other offenses. As for what route should be highlighted next, after the B41...I'd probably say the Bx9 or B15. Notice how the dollar vans have all but disappeared from Utica Avenue since SBS began.
  6. You can win or you can lose...but you can never tie! I hope the MTA saves the truck and plasters it on billboards throughout the service area for Operation Lifesaver ads. It's also a testament to how well these trains are built as there were no serious injuries to anyone on board the train (7 minor injuries); all the deaths were in the truck. How heavy a truck did this train hit to end up derailing? I would imagine that it had to be at least a Class 4 truck, but I'd reckon a Class 7 or 8.
  7. 7740 new to Fresh Pond. It doesn't have its permanent tags yet.
  8. That Grand Street (Avenue) Bridge was built in 1901/2. There are hardly any bridges that old on non-arterials (that aren't suspension bridges). The Vernon Avenue Bridge (that connected Vernon Avenue, now Boulevard, with Manhattan Avenue, is long gone, as is the former Meeker Avenue Bridge and its original Koscuiszko Bridge replacement. That bridge is almost 120 years old. Why has no money been budgeted toward a replacement? In the interim, would it be a bad idea to make Grand Avenue a one-way street west-bound through the area? I would say westbound from 47 to Metro.
  9. Crosstown as a garage closed around 1981, and the space there isn't nearly as big as the Grand Avenue footprint is.
  10. These days, however, with possibly one exception, no one runs the Grumman 870/Flxible Metro in service anymore and except for those in museums or otherwise preserved, all have been scrapped. In fact, for the RTS, the MTA fleet probably constitutes about 80 percent of remaining RTS buses still in service in all of the USA. One has to remember though that 1201, the first RTS the MTA received, is 38 years old. The story around 236, BTW: when the MTA retired the Grummans, most of them got sold (most to NJ Transit, which proceeded to run them into the ground, retiring them when the large batch of RTSs came in around 1999-2000 - 2089 is preserved under private ownership, and others to PVTA in Springfield/Amherst, MA), but 16 buses were held as evidence for the court case. After a settlement, the MTA took out the engines of the other 15 and scrapped the bodies. The other one was 236. As for 5227's retirement (from regular revenue service), that was not without fanfare as it was the last non-ADA compliant bus on the NYCTA roster. Some got sent to Nassau County to run for a few more years.
  11. It never made sense having the B45 out of ENY and the B65 out of Gleason though, especially when the Crown Heights end is closer to ENY than the western end (Columbia Street first, Fulton Mall later) is to Gleason. That was a wise route transfer. As for the B51, that route, had it stayed, would have belonged best in Manhattan Division (Quill) extended to Battery Park City...the deadhead being up the West Side Highway with a 35 mph speed limit. Now, as for Grand Avenue, one solution that should be done is to control the bridge with a traffic light, where it remains green each way for 45 seconds apiece with an 8 second red. The problem is that there aren't too many industrial zones where one can place a garage...and the site used to be a graveyard for retired buses. If MTA Bus and NYCT have their boundaries eliminated completely, Grand Avenue would make a lot more sense as there are a lot of routes that could transition to Grand.
  12. To me, the S79 SBS fleet and the M15 SBS fleet need to be replaced. The priority should be toward existing SBS routes. 52 buses for Mother Hale Depot for the M15 SBS (50 1-for-1 replacement and 2 for a slight service increase) 78 buses for Flatbush Depot (split between the B44 and B46)---1 for 1 replacement plus an additional - capacity increase on B46 requires fewer buses - and one doesn't have to maintain separate fleets for SBS. 22 buses for East New York Depot for the B82 SBS (1 for 1 replacement with capacity expansion). Existing LFS artics that are wrapped would be used to retire all remaining D60HFs. As for SI Division, is it possible that the remaining D60HFs could redirect 5567-5602 (LFS artics) to Yukon? This would be replaced by the remaining 38 XD60s before the MTA Bus XD60 batch comes in. The 7000s O7s can remain on SI, but SI should not have hybrids since SI isn't really a stop-and-go borough.
  13. Maybe it's possible that after his name was run, it turned out he was wanted for something else? An erroneous stop done in good faith is protected under Herring v. US. Now, back to the random thoughts...Castleton needs a maintenance shake-up, especially with respect to the Orion 7 3Gs. Twice in the past 2 weeks, I have had buses with windows swinging open on the S93 (7057 and 7073) and 7073 also had tape on the top of the windows that failed to keep the windows shut in temperatures this low. This is like the bad days when Staten Island Division's local buses were the worst in the city before a huge shakeup (and buses were often sent to Staten Island to die). Also, more on the history of discontinued routes: B33 Hamilton/Prospect - existed primarily for the Brooklyn Dodgers. How it survived so long after they left for LA is amazing. I never understood why the B30 existed, especially given how it ended in the middle of nowhere.
  14. Because of course they do! The problem is location if you ask me.
  15. Brooklyn Division: I'll say the B1 (should be at Gleason), B7 (from ENY), B8 (weekday trips running on and off from Brownsville, especially the short turns from Brownsville to Newkirk), B13 (reverting to FP once almost all vestiges of the former B18 were eliminated), B15 (when at Grand), B20 (weekday short-turns), B38 Catalpa (should be at FP), B43 (when it was at Grand; it's right at Gleason now), B48 (should be at Grand), B60 (should be at ENY), B82 (should be at UP), Q58 (should never have left FP). (I have the B57 as a toss-up between ideally at GA or FP.) Curious: how many B8 trips have run-on and run-offs from Brownsville as opposed to Bay Ridge? The cross-borough deadhead is a killer. Also, how was the B9 scheduled when it was out of Ulmer Park? Queens: B100, BM3, BM4, (should be at FLA), Q11/21 (should be at JFK), Q23 (should be at LaGuardia), Q31 (from QV to CS; this route should be at Jamaica), Q39 (ideally at FP), Q41 (should be at JFK), Q52 SBS (should be at Far Rockaway), Q64 and QM4 (should never have left College Point), Q67 (ideally at FP) The Q44 only makes sense at Stengel because I'm not sure Jamaica can handle artics, and the other choice would be Bronx Division which would cause union problems with ATU jobs going to the TWU). For MTA Bus route moves, the MTA got it right by moving the former Steinway Transit routes to LaGuardia, and the Q38 to College Point, but got it wrong with the Q23, Q64, and QM4, in my opinion. Union issues might be what would prevent the QM21 from shifting to JFK, the Q39, Q67 and B100 from MTA Bus to NYC Transit (Fresh Pond for the Q routes and Flatbush for the B100), and the BM3 and BM4 from SC to either FLA or UP (remember, Spring Creek is considered a Queens garage). For the Q39 although both LGA and FP are TWU 100 garages, I don't know if the former MTA Bus TWU garages have the same contract, and for SC and FLA/UP, while SC is TWU 100A now, they don't have the same contract as the mainline TWU 100. Bronx: Bx5 (vestiges of the former Bx54 should be at WF), Bx22 (should be at KB - run-on and run-off from Fordham or Bedford Park), Bx32 (should never have left KB), Bx39 (should never have gone to KB - should be at WF) The closing of Walnut Depot after less than 15 years really messed up things. The MTA did get it right with the Bx41 though, which was once the borough's longest route (running from 136 Street to 241 Street). Staten Island: S57 and S59 (should be at Castleton)

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