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Everything posted by aemoreira81

  1. And historically, the S55/56, and the S115 before that, only existed because of Tottenville HS. Before the renumbering, there wasn't midday service on the 115. That said, why not have an S79 tripper or two out of Tottenville HS as well? As for 7851-7905, when is the plan for delivery of those buses now that the base order (7484-50) is within a few buses of completion?
  2. I’m also for deploying state troopers in the same capacity. Tolerate farebeating and Lord only knows what else is tolerated. With OMNY, there would also be the possibility of making the entire system proof of payment, allowing for fare checks on any route. This is done in Vancouver.
  3. Also, with a new camera (Nikon D3500)
  4. Could be 6185...remember, there was a jump in the order to 6183 briefly.
  5. I do remind you that in the D60HF era, especially after Superstorm Sandy, the Q35 did see articulated service. The concept wouldn't exactly be unwarranted on summer weekends, especially using unused Q10/Q52 artics. Also, while this is tied in with the Bronx bus proposals, with the Q50 being proposed to be truncated to Pelham Bay Park, might it make sense to change the Q50 to a Q44 SBS branch?
  6. That wasn't really the case until about 4-5 years ago when the decision to cap the entire local fleet at 40-45 mph was made. That said, returning to the topic, for the BxM1/2, I would do the following: Rush hours in the peak direction only (since this is along deadhead distance): add stops in the City of Yonkers to Getty Square (the BxM3 already ends at Getty Square). Additional pickups on Riverdale Avenue and: Prospect Street Vark Street Downing Street Ludlow Street Post Street Belvedere Drive Valentine Lane West 263 Street Additional dropoffs at: Valentine Lane Radford Street Morris Street Ludlow Street Herriot Street Prospect Street Is there a height or weight restriction on the Henry Hudson Bridge that prevents MCI buses from being able to get directly on the HHE at West 232 Street southbound? If the clearance is 12 feet, MCI D-series buses at 11'5" should be able to use this easily...and Prevost X3-45s are even lower. The problem, however, is that you'd miss stops on Kappock on the BxM2.
  7. 7845 to Ulmer Park and 6183 to Quill. Where are the mid-6150s to 6182 though?
  8. Which seems odd, since for a long time, Jamaica Depot had the oldest equipment, especially in the late 1990s. Now, their oldest bus is 8090, a grand total of about 4 years old.
  9. The reason why it ran to Port Morris in the past was because the terminus was at the front door to the Walnut Depot. Once that closed, the Bx17 should have been rerouted sooner. As for the Bx10, the problem is how you're turning it around if one approaches Norwood-205 Street from the south instead of the north. It would serve as a great terminus if you can turn it there, but how? Those side streets aren't exactly wide. It should still run to one subway station---125 Street .
  10. The terrain of the area prevents that. Bailey and Sedgwick represent about a 100-foot change in elevation (Bailey is 20 feet above sea level where it meets West 233 Street; if 233 Street were drawn on a map to Sedgwick, Sedgwick is 120 feet above sea level at that point. NYC elevation map: https://data.cityofnewyork.us/Transportation/Elevation-points/szwg-xci6 Bailey and Sedgwick are two unique markets. That said, for the Bx10 or Bx20, I would have proposed running the Bx20 along the wider Independence Avenue.
  11. On the M100 proposal (included since the link does), that route should be kept to at least 125 Street/St. Nicholas Avenue, as it has no subway connection on its southern end as proposed. I'm surprised that the Bx46 wasn't made a branch of the Bx6. A way to pay for that might be to have the Bx6 Local not go to Manhattan when the SBS is running and terminate it at Yankee Stadium. Then: Bx6A - via 161/163 and Hunts Point Avenue, and Bx6B - via 161/163 and Longwood.
  12. On the express side, I would actually propose that the BxM5 (currently the BxM11, be extended to Woodlawn via what would otherwise be deadhead distance. Running via Bronxwood instead of White Plains Road would make that cost-neutral over deadhead distance. Now, if the NYCDOT will permit express buses via the Henry Hudson Parkway, that is a game-changer for the BxM2 and BxM18---but why can't buses go all the way down? As for the BxM6/10 service, it basically restores the pattern under New York Bus Service, where the BxM6 only ran weekdays and Saturdays and the BxM10 was rerouted at other times. As for the BxM17, I wonder if it would make sense to have that route run via the BQE as well to the Manhattan Bridge and then enter Lower Manhattan that way. (Return service would be via the Williamsburg Bridge.) Branching the Bx16 would not cause that result if there is no NYC Transit service along Boston Road. Rather, there would be one branch serving Pelham (isolated from the rest of NYC), and one branch going to Co-op City Section 1.
  13. The big problem as I see it is in Co-op City, where the layout really prevents anything more direct, especially with respect to Section 5, as well as the Bx29's truncation. As for the Bx30, this resurrects the old Bx7 Boston Road...one might as well turn it over to Bee-Line and branch the Bx16 at the eastern end. In the past, it was an issue to not serve it. But with Bee-Line using MetroCard (and almost certainly to switch to OMNY, along with NICE), this isn't too important anymore. The best changes are to the cross-town routes in the mid-Bronx (Bx6 SBS, Bx11, Bx35, Bx36, and Bx40)...especially the Bx36, which could see a reduction in as many as 5 buses at peak times without reducing frequency of service. But to work, the Bx11 needs to become articulated. A missed one was with the Bx46 though. IMO, the Bx6/46 combination could have worked, with the Bx6 truncated to Yankee Stadium during the Bx6 SBS's hours. A few changes would be needed, including modifying 174 Street between Southern and Hoe (and that intersection), and tearing down the dead-end along Balcom Avenue.
  14. 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.
  15. 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.
  16. 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".
  17. 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.
  18. 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.
  19. 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.
  20. 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.
  21. 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

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