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aemoreira81

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Posts posted by aemoreira81


  1. 12 hours ago, B35 via Church said:

    Yeah, and market it under the cloak of "headway based scheduling".

    Have them have you believe, debt repayment.....

    We're already at the dawn of potentially troubling times.... Although it may not seem so, since we're talking about millions of people utilizing the various bus & train routes, the MTA is hemorrhaging patronage on the buses & trains & it's only going to go south from here on in..... I'm actually astonished at how much taxi usage there is in this city now (in saying that, I'm completely excluding what goes on at JFK & LGA).... Some would even say that it was all unsustainable (especially in regards to the subway).....

    IDK man, I expected this shit (as far as cuts go) years ago; they were not done in 2010 by a longshot (I think I even said something of the sort on here)..... The only question I had really, wasn't even a matter or if, or (scary enough) at what magnitude..... It was a matter of when it would all happen....

    I did not think it would be this soon.

    Get this....

    On the B12, they put up a countdown clock at the East New York av/Junius stop (while failing do so at the East New York av/Pacific st stop)....

    What's odd about that you ask? Well, Junius st is the 2nd-to-last stop due EB on the B12, while Pacific is the 2nd WB pickup stop... While a few people actually do board the B12 at Junius (at the other side of the underpass) to get to Alabama (J) (or for all the bus connections), you'd think the technology would be more useful for way more people disembarking at LIRR East New York that need the WB B12 at Pacific & what not....

    Never mind there not being one for the B12/B25 for the hundreds upon hundreds that disembark at Alabama (J)itself....

    And remember---MTA stands for Money Thrown Away! Another great example...when bus operators were laid off in the budget crisis in 2010, the MTA could simply have furloughed drivers and recalled them as other drivers retired or were let go.


  2. 6 minutes ago, BM5 via Woodhaven said:

    Yeah, and then the reliability tanks because the artics are subject to the same traffic conditions as the 40 footers they replace, and are subject to bunching, on higher headways. It would be okay if it was kept as close as 1:1 as possible, but the agency has a guideline which it is not following as of late, which is resulting in cuts of more than 50% of service at times.

    Case in point, the Bx36. Right now has no EB bus between 174 Street subway station and W 178th amd Broadway, with three buses in Washington Heights. One of them has left, and will get slammed. There's two other "helpers" I guess, but to make matters worse, one of those buses is a 40 footer.

    That might be bad dispatching as I see it. A good dispatcher would put one of them in place, rather than telling them all to "keep going".


  3. 16 hours ago, Cait Sith said:

    How ironic that 7090 gets into an accident on it's fifth anniversary in service....it was on this date back in 2014 where it entered service.

    On the B14 of all routes! This was not long after BusTime expanded citywide.

    Separately, discounting the Orion 7 CNGs (which were life-limited by their tanks---the last ones were scrapped right as their tanks expired)...I notice that the lifespan of the Orion buses the MTA has gotten isn't nearly as long as that of other rigids...especially with the 6365-6489 batch completely gone and the 6490-6689 batch on its way out after just 14-15 years---some likely before their next battery replacements are due. (This while the 1996 Nova batch went 22+ years for some units and the 1999 Novas went 20+ years for many.) The 1995-1996 batch of Orions were scrapped after just 13-14 years as well, and the last batch (the 6000-6349 batch) after 15-16 years. If there wasn't such a push to Buy New York, might the MTA have considered New Flyer instead? (I recall that one of those orders was actually placed as a sole-source procurement which was laughable.)


  4. 2 hours ago, bobtehpanda said:

    Probably Springfield, the way the local/limited runs today.

    That might make sense if the MTA didn't cap the local bus fleet at 40 mph (45 for the blue-and-yellow LFS rigids). That's the problem. That would be pretty slow for a long distance on the Grand Central. Queens and the Bronx were the first places where the 40 mph cap was introduced.


  5. 20 hours ago, Mtatransit said:

    Speaking of express I think that the Q46 should have a version of that. Non-stop from Kew Garden to Utopia Pkwy. Local/Limited to Springfield will make all stops missed. 

    With St. John's University in the middle of that nonstop section of what was then the Q44A (now Q46)...what about this service pattern on weekdays only to actually do it?

    Q45 (currently Q46 Local): Union Turnpike to Springfield Boulevard local, with half of trips continuing on to Glen Oaks.

    Q46 to LIJ, one pickup at Kew Gardens-Union Turnpike (E)(F), then nonstop to Utopia Parkway via the Grand Central. First stop at the main gate to St. John's University (near the law school tower), then Union and Utopia, 188 Street, Francis Lewis Boulevard, Bell Boulevard, Springfield Boulevard, and then all stops to LIJ? Buses would be signed as: SJU First Stop

    Q46 to Kew Gardens: all stops to Springfield Boulevard, then Bell Boulevard, Francis Lewis Boulevard, 188 Street, Utopia by SJU Gate 1, and then nonstop to Kew Gardens-Union Turnpike (E)(F) only.

    Evenings after 9 PM, and weekends, the Q46 would operate only via Union Turnpike.

    You cannot miss St. John's University...and I would also argue that the Q46 should be the candidate for articulated buses out of QV...with two major ridership generators, St. John's University and North Shore-LIJ, along with perhaps one of the largest reverse commutes in the city on the local bus network.

    That said, that illustration is SO bad, but the point exists today...the Q46 might be one of the few routes where it's necessary to segregate longer riders from shorter riders.  When MSBA existed, the N5 served that purpose for Green Acres, but Green Acres is more a shopping destination than a work destination.

    BTW, why that express Q44A made a stop at 149 Street? Because the Q44 previously ran via 150 Street. The nonstop to Springfield would be unwieldy today because the local fleet is capped at 40 mph (45 mph for the blue-yellow LFS rigids).


  6. 19 hours ago, NewFlyer 230 said:

    Kissena Blvd doesn't necessarily need to have the Q27 running on it. The Q27 on Kissena for the most part serves as a convenience and a lot of people tend to take it, if a Q17 and Q25 hasn't shown up (mostly the Q25 though since the Q17 is more frequent) . I would have the Q27 and Q65 run up Parsons Blvd. The Q27 would turn down Sanford and then Kissena like the Q65 currently does now, and the Q65 would continue to Roosevelt Ave. It would run down Roosevelt Ave to College Point Blvd where it will then run it current route to its terminal.

    Since we are on the topic of Kissena Blvd, I feel that the Q25 needs improvements in service. The Q25 compared to the Q44 and Q65 is slow traveling between Flushing and Jamaica. They should have given it daily limited service to speed service up especially after that NE Queens bus study was done back in 2015. I feel like the Q17 and Q27 has to pick up the slack in Flushing for the subpar Q25 service, when the Q25 should technically be the most frequent of them all. I always wondered how they would implement select bus service on that route, with Kissena Blvd being narrow in Flushing and it traveling down narrow blocks in College Point. 

     

    There are no turns from Main Street allowed at Roosevelt Avenue. That turn would have to be off of Bowne Street. But otherwise, I love that plan, as it finally solves the issue of having a bus route serve The Shops at Skyview that goes through Flushing. I would also argue that perhaps the Q12, once converted to articulated service, and Q27 should terminate either at Skyview or at the front door to Stengel. (The advantage of terminating at Skyview is avoiding a narrow two-way 39 Avenue on relay.) This is also why the Q48 was shifted at the Flushing end, to avoid the two-way part of 39 Avenue. There are some streets down which a bus should not be run.


  7. 5 hours ago, B35 via Church said:

    Disadvantages: More BPH on Sanford - significantly more.... You can't just omit that, as if it's a non-factor :lol:

    Anyway, at best, I'd do one or the other, but not both [swapping the Q26 & Q27 routes up there] & [shifting the Q65 off Bowne].... Me, I'd leave the Q65 on Bowne & have both the Q26 & Q27 run along the current Q26 routing up there... In other words, nothing runs on Holly.... In saying that, I do concur that Kissena doesn't really need the Q27.... The turns the Q65 makes onto/off of Bowne I can live with (when riding from Jamaica, I prefer the Q65 over the Q25/34)... The Q27 turning onto/off of Holly I find to be more of a nuisance/detriment.... Yeah, the Q26 has a shorter span of service & a lower frequency during the rush than the Q27 does, but a physical bus operating on the Q26 is no less of a physical bus that operates on the Q27.....

    Ironically, my post was originally only going to be on the Q27, but then I looked at Google Maps (satellite) to see how wide Bowne Street is (or isn't) between Franklin and 45 and added that to my post.  The Q17 piece was an addendum as I considered traffic in that area...seeing a need to extend the short turns to serve the entirety of the complex...perhaps I should have also titled it as a Q27 issue as well, as I agree that the Q17 south of Fresh Meadows is a bit overserved. The question is how to best serve it.


  8. In Flushing, the Q27 uses Holly Avenue and is a pretty high frequency route. However, that street isn't really conducive to two-way traffic, and elsewhere, where possible, the MTA has routed buses off of narrow streets onto wider streets (such as the Q10 Local from 131 Street onto 130 Street in Ozone Park). The MTA likely might have considered the same for the Q40, but the wider 143 Street dead-ends before Rockaway Boulevard, and completing it to Rockaway Boulevard would require the DOT to condemn property between 120 Avenue and Rockaway Boulevard.

    Likewise, the Q65 uses the ultra-narrow Bowne Street, which is also not really suitable for two-way traffic between Franklin Avenue and 45 Avenue (south of 45 Avenue, Bowne is a one-way street).

    Thus, I would propose the following changes:

    1. A route swap between the Q26 and Q27 through Flushing, given that even without the Q27, Kissena Boulevard is already well-served (north of Holly Avenue) with the Q17, Q25, and (weekdays only) Q34. The Q26 would assume the Q27 segment west of Parsons.

    2. The Q65 would not turn off Sanford onto Bowne, instead operating along Sanford to Parsons Boulevard.

    3. Service on the Q17 short-turn segments would be increased, and the last stop on short turns shifted downward to 69 Avenue and 188 Street.

    4. To facilitate these short turns, the Q17 stop would be moved to the current stops of the Q25/34 and Q65, since some short-turns would be dispatched from Stengel, allowing for a bus starting from Stengel to make a right turn onto Main from Roosevelt. The Q25/34 southbound stop would move to the far side of Main and 39 (current Q27 stop), while the Q65 stop would take the near side of Main and Roosevelt (current Q17 stop). The Q17 would take the stop between Roosevelt and 41, with the Q26 sharing the stop.

    5. As for the Q27, it would take the current Q26 stop, with the Q12 stop being moved back and lengthened.

    Advantages: the Q65 and Q27 would be sped up by not being bogged down by double-parked cars or contraflow traffic (Q27 on Holly, Q65 on Bowne). The Q26 being sacrificed on Holly is needed because of the Gold City Supermarket at Holly and Kissena, and riders along the western part of the historic Rocky Hill Road (which consists of present-day 46 Avenue to Utopia, Hollis Court Boulevard to 47 Avenue, 47 Avenue to Francis Lewis, that short street still named it, 48 Avenue to Luke Place, all of Luke Place, 56 Avenue from Luke to Springfield, Springfield to Braddock, and all of Braddock) that would shop at Gold City and need that link. Also, Flushing Hospital gets more service.

     

    • Upvote 1

  9. On 8/3/2019 at 11:05 AM, nuyorican said:

    The Q46, Q43, Q65, Q25 and the Q27 could've used antics buses before the Q12. Those artic buses will be empty after sanford ave and going down northern blvd to little neck. Maybe MTA should have swapped the Q46 to CS and the Q76 to QV. How many artic buses will CS get? When will they start arriving at CS the fall pick is a month away. 

    The Q27's problem is Queensborough Commmunity College. It would be a tight turn inside the bus stop space, plus I'm not sure a bus could fully align into the stop.


  10. I read the title in a Spongebob voice and then thought: wanna see me do it again?

    More seriously though, that bus will need a deep cleaning, and that may be salt water. A few years ago, a SEPTA bus was completely flooded to its roof, but the Schuylkill River is fresh water, and the bus was repaired (although the powertrain had to be replaced). The Kill Van Kull is salt water.


  11. Based on how narrow the streets are, I can't see how a 40-foot bus can negotiate those streets. Also, I can't see how this works at the pay scale of MTA drivers. A paratransit contractor or school bus company could make it work though.

    That said, how dire are MTA finances that this is being considered?


  12. On 7/25/2019 at 10:48 AM, Uncle Floyd Fan said:

    Does this mean they'll get rid of the excelsior paint scheme? That kind of seems more work intensive than a blue stripe on the side of the bus.

    One would only need to paint blue and yellow...and turquoise. Everything else is shrink wrap or decals.

    Speaking of new buses though---8583 is missing a large panel on the door side.


  13. The major problem is: someone is going to do something that well, shuts down the bathroom for the trip, especially if it's a drop toilet. The loss in seats is minimal, but that is going to cause major problems. Additionally, for very few are trip times longer than 2 hours. By contrast, New Jersey Transit has some routes nearing 4 hours.


  14. 2 hours ago, JeremiahC99 said:

     

    Not to mention that Grand Avenue is getting 2012-13 XD60s for their operation on the B38. However, I do somewhat expect to see a few of them go to Casey Stengel Depot for the Q12 service with the rest to East NY for B15 service next year when they have artic operations ready.

    And as for the Q12, at this porin, do you all think that the line should just be converted to light rail operations? Could increase capacity even more and, bring some transit service to the underserved borough.

    On the Q12, I'd actually extend it right down to where the last stop is at the front door to Stengel, with a relay inside the depot.

    As for light rail, the problem is that (east of the Grand Central), Northern Boulevard is one of the last "fast streets" in NYC (speed limit of 30, 40 through Alley Pond)...you can't reasonably have light rail there.


  15. 2 hours ago, Around the Horn said:

    First of all, where are these artics coming from for the Bx35 and Q12...

    Second, what the actual f**k is that S78 change? That's ludicrous... It's packed enough on 15 minute headways 

    LFS artics displaced from SBS service. With the exception of 5364-5438, 6033-6081 (odd numbers only), 6101, 6105, and 6121, all of the blue-and-yellow articulated buses are for Select Bus Service...meaning one will ultimately have 416 LFS buses, 217 XD60s, and 93 XN60s for local service. Right now, the MTA is growing its articulated bus fleet with only rigids being retired.


  16. 43 minutes ago, BM5 via Woodhaven said:

    You do realize how outrageous that sounds, right? Not only would the backlash by just about everyone would be insanely bad publicity, but that would set up a terrible precedent (hint hint, look who's in the White House). 

    It's a good thing you aren't in charge.

    They shouldn't have intentionally blocked traffic. At some point, you have to just realize you're going to get backlash.


  17. On 6/21/2019 at 5:44 PM, B35 via Church said:

    My personal favorite is the one at route 9a/route 117 on the BL-14

    AW HELL NAH!

    As for the OP, I would also argue that 149/150 Avenue should be made a one-way westbound only as well. (The existing affected business, Do & Co, would have a negligible issue.)

    On 6/24/2019 at 2:57 PM, bobtehpanda said:

     

    Streetsblog has a contest every year or so to twitter nominate a worst bus stop bracket, this was last years winner:

    vancouver-bus-stop.png?w=800&ssl=1

    Y'all should submit, the NY metro area could use some naming and shaming.

    This issue deserves its own thread...brought to you by the words Whiskey, Tango, and Foxtrot!


  18. This is a case where the police commissioner should have ordered the buses to go through anyway (even if it meant plowing into the crowd), and made the protesters scatter or be run over. Since they have no permit to block a public highway, they have forfeited their First Amendment rights. That's how I'd handle it...and deal with fallout afterward. If you tolerate this lawlessness, you have no law and order.

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