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aemoreira81

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  1. The charging port system on the single seats on bus 6234 is really unwieldy if you ask me. The seats are comfortable, but there has to be a better way to install the outlets. Also, it appears that there has been a system-wide WiFi outage.
  2. I hope they know that the bus is capped at 40 mph and that they will need to reset the speed limiter. --- REPLY ENDS HERE --- All of the local buses have driver shields. However, I would argue that the express buses should have driver shields as well. It's because a bus driver was stabbed to death earlier today in Tampa, FL (news story and aftermath (WARNING: Graphic image). I would go so far that a driver shield should be made standard for all "urban transit" buses nationwide.
  3. Because the LFS has a much more even wheelbase and a shorter trailer section than the XD60. The LFS articulated wheelbase is 22'/22'9"...a rigid LFS has a wheelbase of 22' as well. It's probably somewhere like 38'/24".
  4. The real problem is the shoulder period, after the morning rush. I take that route regularly (I used to go via the express buses) to CSI, but have found long gaps after the morning rush. That said, how one ends up with a 40-minute gap in service is amazing. I would argue that the B82 SBS should be out of Ulmer Park, but there is no room there for 22 more buses and something would have to leave or be split---possibly the B36 being split with Flatbush on weekdays. (The first few runs can deadhead via the Belt from Ulmer Park to Spring Creek Towers, and vice versa in the late evening, deadheading via the Belt from Spring Creek Towers back to Ulmer Park, now that all of the bridges between Exits 9 and 14 are complete.) The deadhead from UP to Spring Creek, even with buses capped at 40 mph, would be comparable in time to the run-on and run-off to and from East New York Depot. Additionally, any driver changes could be done at Ulmer Park more easily at the final stop.
  5. Those buses from the 4245-78 batch being transferred to Manhattan Division...I would hope they undergo a thorough product overhaul and repaint before being inducted into Manhattan Division service. Except for 4246/63/78, they are among the last unrepainted NGs in the system. As for the Q70, that badly needs to go to articulated service, based on the crowds alone.
  6. The metro area appears to be an outlier when it comes to mass transit. You have to realize that unlike most of the rest of the USA, sprawl is not possible in NYC, forcing things to go up instead of out (NYC is a city on islands, except for the Bronx). Heck, a 700-foot building in midtown is being demolished to replace it with a 1,000-foot one (the replacement was approved last week). Because of that, you can only have so many cars, requiring mass transit. In the USA, outside of Greater New York, the idea is that mass transit is a welfare system and you don't need frequent service into the suburbs.
  7. For traffic going to Queens...is there a reason why the QM1/2/4/5/6/20 can't return the same way they came in, via the Queens Midtown? I mention these because they operate middays and weekends via a loop in Manhattan, but passengers may have to sit through a lengthy layover at 36 Street. By introducing a same last and first start point, with the return via 5 or 7 Avenue, that would eliminate that inconvenience. The other routes would not matter since they only operate in one direction.
  8. Two sides are marked MTA Bus, but the only picture I have is of the front door side, which says MTA New York City Bus. 6234 by Adam E. Moreira, on Flickr
  9. In addition, there is also a shortage of drivers with commercial licenses period...both bus and truck drivers. In addition to transit agencies, long distance companies like Coach USA and First Transit (Greyhound) are hiring people who might not otherwise have been considered. The problem is greater for interstate operators (regionally also includes all the transit operations in NJ), though as those drivers have federally mandated rest periods. I wish I had seen this post earlier. Bringing it back to NYC relations and other large agencies---might this influence larger agencies to buy more articulated buses, since you need fewer drivers but can offer more capacity? I see this hitting the smaller end of the transit bus market more so, as agencies are going to be more loath to buying smaller buses when a larger bus at a reduced frequency can work.
  10. IINM, none of the saved buses were originally purchased by the Port Authority. 1201 wasn't, 4349 wasn't, and 4396 (0010) wasn't either.
  11. More a curiosity post, starting with buses ordered 1953 and later: 1. Which numbers have never been used or allocated by the MTA for bus numbers? (Off the top of my head, I can identify 1859, 6956-6999 and 7938-7999.) 2. Which numbers (or group of numbers) was used the latest for the first time?
  12. It might just be the blue-and-yellow LFS buses (except for 8231, which is still capped at 50 mph). I thought those buses were capped at 43 mph, but yes, they are capped a little higher and it just might be a Yukon thing.

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