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Everything posted by aemoreira81

  1. I actually see Yukon as more likely...for the St. George to Matrix Park route (I won't call it the S40 as it won't work running on the Terrace), the S79, and the S93 (S93 in a W pattern with the S79). The S93 would have the B1 rationale for articulated bus usage...need for up-gauging. Also why I see Yukon as more likely...Arthur Kill Road isn't exactly wide by Charleston Depot, while Yukon and Independence Avenues are unusually wide for short streets by the Yukon Depot. I do see another articulated bus order coming, but by the time this happens, OMNY will be systemwide and there will be no need for front door-only boarding on any route. Yukon would probably need somewhere around 60 LFS articulated buses.
  2. The issue is needing someplace to turn around. The other option if extended to reach the routes the BM2 serves would be Avenue N (via O, Schenectady, and N) or Fillmore Avenue.
  3. I'm surprised the MTA has not disabled the blue lights on these buses. Yesterday, 4749 was running with the SBS blinker lights on, which the state said was not allowed (that's why one has the blue signs instead). It was likely triggered unintentionally.
  4. With the B99 running, I'm not surprised. However, the B99 should be extended to Avenue U and Nostrand or to Kings Plaza.
  5. Richmond Terrace and South Avenue. That was the first turn as I saw as really difficult on any articulated bus as that's a sharp right. I didn't realize that error.
  6. Regarding the S40 and artics---I can probably say where the problems would be: The right turn from South Avenue onto Jewett Avenue At Jewett Avenue (each direction must make a right turn, and that right turn is already tight for a rigid; even if an LFS articulated bus were to be used, that's still a tight turn). Just west of Broadway (a tight S curve) Between Elizabeth and Pelton Avenues (a 90-degree turn diverging off Pelton Place) That said, an LFS artic should have done the test, as I doubt Staten Island Division will ever see the New Flyer Xcelsior. I would suggest a different route, calling the S80 instead. It would be as follows: Leaving the ferry, follow the S44 to Henderson and Bement Avenues. Instead of left onto Bement, continue on Henderson to Broadway. Left on Broadway, right on Castleton Avenue. West on Castleton to Port Richmond Avenue, left onto Port Richmond. South on Port Richmond, right onto Forest Avenue, left onto Richmond Avenue. South on Richmond Avenue to Victory Boulevard, right onto Victory. Westbound on Victory to Travis Avenue, right on Travis. Trips could alternate to either the Teleport (weekdays) or Matrix Park. The idea of bringing the route down to Victory would be to restore service from that area to The Teleport, The S46 serves the Teleport, but this would save riders on the Richmond Avenue corridor the trouble of needing to go to the Port Richmond Area to reach it. It also would restore a service cut from more than 20 years ago (the S62 used to serve The Teleport part-time after the S112 was realigned). Also, going south would avoid all the major problems of tight turns to negotiate, as I believe that the problems on central Richmond Terrace cannot really be fixed. There can be a modification to a stop line made on Henderson that could accommodate this route, and not using Bement is intentional. Additionally, the catchment area is increased. Now, as for stops: St. George Ferry terminal Richmond Terrace and Jersey Street Henderson Avenue and Lafayette Street Henderson and Bard Avenues (short walk to RUMC) Broadway and Castleton Avenue Castleton Depot (Jewett Avenue) Port Richmond and Post Avenues Forest Avenue and Willowbrook Road/Willow Road East Forest and Richmond Avenues Richmond Avenue and Deppe Place Richmond Avenue and Lamberts Lane Victory and Richmond Victory Boulevard and Signs Road Teleport OR Matrix Park Such would also make it infinitely easier as this route, the S93 (needing capacity similar to the B1's artic conversion) and the S79 could all be out of Yukon Depot, with the deadhead being from the outbound end via Travis Avenue.
  7. I won't dispute that one. The idea is to not orphan routes. Right now, buses over the Washington and University Heights Bridges are orphaned. The Bx7 is mostly driver reliefs. The Bx9 also is mostly driver reliefs. If a Bx9 is doing a final trip, it will go from West Farms to the city line, and then down Broadway to 225 Street and drop out. Put-ins start at Broadway and 225.
  8. If I'm not mistaken, it's because on the Bx7, buses either go into service at 215 or 218, or go out of service at Isham Street...near the depot. The deadhead would be a lot shorter.
  9. With the BxM1/2 service being discontinued overnight, why not restore the Bx7 overnight service, extending to 157 Street ? This would fill in a major gap in the network, as upper Broadway has no service between the GWB and 225 Street (elevation differences mean that the M3 and M4 are not alternatives). The route would be regular to 168 Street, then 165 Street and 157 Street only. This could be out of Manhattanville.
  10. Then (August 2019 in Tremont on the Grand Concourse) 4751 by Adam E. Moreira, on Flickr Now (June 2020 in Bensonhurst on 86 Street) 4751 by Adam E. Moreira, on Flickr
  11. Right? The MTA could have just taken off the standard livery wrap of the LaGuardia XD60s (it's needed for the JFK XD60s as the Q52 and Q10 share a fleet).
  12. The B1 was converted to articulated service. Such was to have happened for the spring pick, but COVID-19 meant continuous Sunday (and supplemental) service for a few months. As for the next route to be converted, I expect either the B15 or the B82 SBS, as East New York is being modified to handle articulated buses.
  13. 6274 by Adam E. Moreira, on Flickr This is the only one wrapped. Apparently the MTA wants some flexibility with 6275-6286.
  14. Some routes need capacity, but others need frequency. The B6 is a frequency-driven route.
  15. The MTA really should visit the idea of an overnight bus network...the B99 being one route as a trunk. Others I would propose are: All Jamaica Center routes: extended to Sutphin and Archer to connect with the Q60. Q12 (extension): operating to 61/Woodside ...Q48 stops to 111 Street, subway stops only to 61 Street. Q35 (extension): operating to Beach 54 Street (connecting with the QM17) (operating from Far Rockaway) Q92: shadowing the from Broadway Junction to Lefferts Boulevard via Pitkin and Liberty Avenues (operating from East New York) Bx7 (service expansion all night): extended to 145 Street (split with Mother Hale) M7/M102 extension: turning north on Powell Boulevard, down to 155 Street (lower level) and terminating at Rucker Park (155 Street ). B57 (service expansion all night): Red Hook/IKEA Terminal via Smith and Court Streets to Jay Street , then via Myrtle Avenue to DeKalb Avenue and terminate (operating from Gleason) B91: straight shadow of the from Coney Island to Atlantic Avenue/Barclays Center via New Utrecht Avenue and 4 Avenue (operating from Ulmer Park) B92: like the B91, but shadowing the from Coney Island to Avenue P via Shell Road and McDonald Avenue, and then the to Atlantic Avenue/Barclays Center via 65 Street and 4 Avenue. (operating from Ulmer Park) B93: Kings Highway to Church Avenue via McDonald Avenue, then via 19/20 Streets, 7 Avenue, and Flatbush Avenue to Atlantic Avenue/Barclays Center (operating from Gleason) B57, B91, B92, and B93 buses would hold for the B99 trunk. All routes that aren't extensions of daytime routes would only make subway stops. The Bx7 would only make stops at 168 Street, 157 Street, 145 Street (on the - 145 Street southbound only), Amsterdam/145 (155 northbound), and St. Nicholas/145.
  16. What will Ulmer Park be losing in exchange for the XD60s from the Bronx? (Or will the MTA finally be evening out the batches to give Grand, Stengel, and Ulmer Park consecutive batches?)
  17. This one seems puzzling as they have to be high mileage and the Q44 is a high mileage route. At least with the B44 and B46 and intra-Manhattan SBS, mileage is kept down.
  18. I have to wonder if the MTA plans to put driver shields on express buses. 1300 could be the test bus for it. As for the express buses, given that the Prevost fleet all have Wi-Fi and USB , why not wrap the Prevost fleet in the new livery? Unrelated to the above, the end of ABC World News had, on its ending: a day with an operator from CAS.
  19. Bombardier is exiting the rail business. That division is pending sale to Alstom. (If the deal doesn't close, I would expect Bombardier Transportation's contracts to be sold piecemeal and the business closed.) The R46 early problems were mostly related to unfit trucks. Once the MTA got replacement trucks that could handle the R46 weight, they back...and that's why the R62 order was a "back to basics" order. The R44 end-of-life problems were mostly because of MTA specs of carbon steel, originally believed to be isolated to one car (5248)...but the fact is that a salt water environment and carbon steel just do not mix. By contrast, the R179 problems are also related to problems with the Toronto Flexity Outlook---which had the work done elsewhere for what was believed to be lower cost, but which would lead to problems elsewhere down the line on both contracts. (Like the R179 contract, the TTC Flexity Outlook contract was only fulfilled with final deliveries this year.) Quality control issues beset both contracts.
  20. The BM3 is a TWU 100(A) route. Is there a reason why MJQ or FB couldn't operate the route?
  21. On the B69, there is no route going north-south between Jay Street and Classon/Franklin Avenues. To that end, I have to wonder if at least Saturday service is warranted, along with a reroute on the north end, as a backdoor way into downtown Brooklyn. Instead of its current terminus, what about having the B69 and B62 share a route between Washington Avenue/Vanderbilt Avenue and the terminus in front of the downtown Brooklyn NYCTA building? The idea would be better connections instead of a destination in the middle of nowhere on Sands Street at the foot of the Brooklyn Bridge. In the meantime, in Park Slope, I have to wonder if the B69 could be modified to operate via Union Street instead of going all the way up to Flatbush Avenue before turning off (Union Street used to carry the B71 route before that was discontinued). It would also eliminate a problematic left turn from Flatbush Avenue to 7 Avenue (allowed only for the B69). Completely separate from that, and this includes the other boroughs as well, I have to wonder if the time has come for a night bus network that runs from 2300 to 0500(+1) x6, and 2300 to 0700(+1) on day 6 only. (Monday - Sunday - days 1 - 7.), which could allow the subways to be closed for cleaning from 0030 to 0500 (x7; 0030 to 0630 7). This night network would include express bus service at the local bus fare, open-door in outer boroughs.
  22. Protests today are going up Flatbush between Grand Army Plaza (and through downtown Brooklyn to Cadman Plaza). There is also a separate one in East New York. Brooklyn Division truncations (inbound to downtown Brooklyn except B14): B14: Via Blake Avenue (eastbound) and Dumont Avenue (westtbound) instead of Sutter Avenue, between Pennsylvania Avenue and the Cypress Hills Houses B25: Last stop Washington Avenue B26 and B52: Last stop Greene/Carlton Avenues B37 and B103: Last stop Dean Street B38: Last stop Washington Avenue B41: Last stop Empire Boulevard B45: Last stop Vanderbilt Avenue B54: Last stop Vanderbilt Avenue B57/B62: Last stop Farragut Houses B63: Last stop 9 Street B65: Last stop Vanderbilt Avenue B67: Last stop Union Street B69: Suspended until Monday morning
  23. Delivered in the old classic livery from the 1970s (with the updated MTA New York City Bus titles added in the 1990s), this was the last new local bus to arrive in this livery. However, 5439 already had Wi-Fi and USB ports installed as the blue and yellow buses had. Early 2017, assigned to Kingsbridge: 5439 by Adam E. Moreira, on Flickr After being sent back to Nova, it was re-delivered in the Select Bus Service livery, as the entire batch of 5439-5602 was assigned to Select Bus Service. Originally intended as 77 to Quill and 15 to Gun Hill on the original 92-bus batch, with the next 72-bus batch being split evenly 36 apiece, 11 examples eventually were transferred to Flatbush to push out third generation LFS buses off of SBS duty. Thus, here is 5439 in fall 2019, working the B44 Select. 5439 by Adam E. Moreira, on Flickr Earlier this year, 5439 was sent back to Kingsbridge for local service. This is 5439, now in local bus blue-yellow livery, on the Bx1 earlier today. 5439 by Adam E. Moreira, on Flickr
  24. How does a drawbar break like that? This will really require bringing back the R32s again, as next week, the cars will be needed. These cars may well be needed until the R211s are finally in service, but these cars were supposed to be gone about 20 years ago.
  25. I have to wonder what this means for essential workers relying on express buses.
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