aemoreira81

When the next order comes in, the remaining O5s in NYC are also as good as gone.

329 back to Gleason. I suspect that 330 has also been bounced back as well.

The MTA could acquire the NJT batch as a test fleet on the cheap, provided that they can fit through the Brooklyn-Battery Tunnel and Queens Midtown Tunnel, and assign them to College Point or Spring Creek. Ex-5337.

Q9, Q37 and Q41 - routing changes Q9: Until the Q10 was rightly shifted to 130 Street, the southern terminus of this route lined up with the Q10. However, any connection between the two routes now requires a 2-block walk to 129 Street. What I would propose to do is this: Instead of continuing down Lincoln Street to Rockaway Boulevard, the Q9 would turn right at Foch Boulevard, run west on Foch, and make its last stop at 127 Street, near side, and stand. Returning to Jamaica, the Q9 would make its first stop at 127 Street, near side of Rockaway Boulevard, continue to Lincoln Street, and return to Jamaica via Lincoln Street. In addition, in southern Jamaica, with the elimination of the Q89 in eastern Jamaica, the connections in that area of Jamaica have decreased. As such, I would change the Q9 route as follows: Instead of using 135 Street and the Van Wyck, and Liberty Avenue to get to and from Jamaica, the Q9 would use Linden Boulevard and then Sutphin Boulevard. (This would necessitate changes to the Q41, see below.) This would help to relieve an overcrowded Q6 route. Q37: In Ozone Park, the Q37 currently travels via 114 Street, 133 Avenue, Lefferts Boulevard, and 135 Avenue. The problem I see with this is two-fold: 1. This results in poor catchment of southern Ozone Park west of Lefferts Boulevard. 2. 114 Street, as a narrow street with bus stops at all corners where used by the Q37, has no business carrying two-way traffic. Meets here can be problematic (and this is also why the MTA rerouted the Q10 local off of 131 Street and onto 130 Street). What I would do instead is this, which would also reduce the number of turns made: 1. Instead of turning onto Lefferts Boulevard, the Q37 would remain on Lefferts Avenue. 2. 114 Street would become a one-way northbound street between 135 Avenue and Rockaway Boulevard. 3. 114 Place would become a one-way southbound street between Rockaway Boulevard and 135 Avenue. 4. Northbound Q37 buses to Kew Gardens would use 114 Street. Southbound buses (to 130 Street-150 Avenue) would use 114 Place. Any lost parking spots on 114 Place would be added to 114 Street, to allay resident concerns., Q41: In South RIchmond Hill, this route has many of the same problems as the Q37 in South Ozone Park along 114 Street...issues with meets along a street that has no business carrying two-way traffic. In addition, as my Q9 proposal would take the Q9 off of 135 Street and Linden Boulevard, this area would need a fresh route for catchment. As such, I would propose these reroutes, noting that 109 Avenue becomes extremely narrow after 133 Street. 1. Service along 127 Street would be discontinued. 2. Buses to Jamaica would use 130 Street between 109 and Atlantic Avenues. 3. In the same stretch, buses to Howard Beach would use 133 Street (the nearest continuous southbound street to the Van Wyck Expressway). A new traffic light would be installed at Atlantic Avenue and 133 Street to facilitate turns, and 133 Street's one-way southbound traffic pattern would be extended to Linden Boulevard. I would also propose a Q41A and Q41B service The Q41A service would be the current Q41. The Q41B service would be one that uses Linden Boulevard instead of 109 Avenue, to provide better connections in the community to the Key Food supermarket in the area, and to increase catchment. The Q41B, however, would not serve Lindenwood or Howard Beach, instead terminating at Pitkin Avenue and Cross Bay Boulevard, sharing a terminus with Q11 short-turns.

9229-9249 were original to Gun Hill. They were displaced by articulated buses, at about the same time that 5075-5124 were displaced from GH as well.

From the MTA website: Service Change Posted: 02/13/2014 11:11AM Bx12 buses are detoured due to weather related conditions. Detour is as follows: Westbound: Via Bailey Av, Left on 230 St, Left on Broadway, left on 225 St, Right on Bailey Av and then regular route. Allow additional travel time. Service Change Posted: 02/13/2014 10:27AM Bx11 buses are detoured, due to hazardous road conditions on Jennings Av between Southern Blvd and Bryant Pk. Detour is as follows: Eastbound: Via Jennings Av, right on Southern Blvd, left on E 167 St, right on Hoe Av into terminal. Allow additional travel time. --- YOU HAD ONE JOB!

@NYCTBusStop on Twitter: Since when did the Q52 have a local portion?

I've shot 5392 on the Q10, and so I know it's not there.

Curious: what depot has 1300 if it is on the roster at this time?

With the addition of stops on the B103 in Park Slope starting in the summer (to permit connections to and from the B37 - the B103 will begin stopping at 9 Street, 3 Street, and Warren Street), I'm not sure if that's feasible anymore, given that with the stop at 9 Street, this route could easily push 90 minutes. I can see why the MTA added the 3 Street stop (to what seems like everyone's chagrin but Yuki's); the Whole Foods is going to be a ridership generator, with riders transferring from the B61 and B67 to the B103 for it; the supermarket that should be a bit worried is D'Agostino (which serves a similar clientele). As for splitting the B103 down the line, that would cripple the northern half of the line, as most of the ridership is still on the southern half and through ridership. What I would propose, however, is eliminating the southbound route through Kensington that has no corresponding northbound service, having the B103 run express between Beverley Road and 9 Street (with a stop added at Church Avenue on Coney Island Avenue northbound and on the Ocean Parkway service road southbound to maintain that B35 transfer.

Check BusTime for any route in the Bronx, Manhattan, or Staten Island---absolute fustercluck right now. The whopper is the M15...26 buss (local and SBS) all traveling southbound between 126 and 57 Streets, 2 SBS buses northbound, and that's it.

The B37 is slated for reinstatement for summer pick. B61: Cannot agree as that route is already too unreliable and with too many turns. B103: When Gateway Mall's expansion opens, the B103 is likely to be extended to it and thus can't really get any more stops in Park Slope.

B25 - I'm not sure that I can agree with this, as some route is going to have to be rerouted to serve that area. In the 2010 service cut proposals, it was proposed for the B67 to serve DUMBO, but it has been extended the other way. B27: what major ridership generator is there on the northern end of the line? You skip Downtown Brooklyn, which is why the B69 doesn't generate too much ridership, and the Navy Yard isn't being directly served either. B57: In a vacuum, this may sound like a good idea. However, for why I would oppose this, see why I oppose the B77 idea. B67: On the fence for this one, but I'm inclined to oppose it as the B67 is already more than an hour long on weekdays. Oppose the northern end truncation because something has to serve the Navy Yard directly (see also my opposition to the B77) which also leads me to oppose an extension of this route. I feel that the area may be best served by a new route also servicing Kings County Hospital. B69: The resulting route would essentially be nearly a circle, and there wouldn't be many ridership generators. Any route between Red Hook and South Ferry would need to extend somewhere to the south, possibly along 9th Street. A route from Lower Manhattan to Park Slope via 9 Street could work, but only as a weekday-only service, and such a route likely would need to skip the Red Hook Houses. The B69 wouldn't cut it though. B77: The Clymer Street gate closes at 8 PM on weekdays and is closed on weekends. The B67 must travel through that gate in order to turn around at a nearby corner, as there is no suitable location in the Navy Yard to relay. On weekends, the resulting route, terminating either at Fulton Mall or Sands Street, would be too short.to be worth running.

Left at Farmers. left on 145 Road, and back north. The first pickup is at the Q3 stop. More than half of LGA's local fleet is composed of 17-18 year old RTS buses which are extremely difficult to keep running, as they are on their last legs.

The bus is 16 years old though. Likely the only other major TA running RTSs older than the MTA's buses is the MBTA in Boston, which has 20-year old RTSs still running. Grand Avenue is also one of the smallest depots in terms of buses assigned to it. That may also be why it was decided to send the most problematic O5s to that garage, as one can easily have 10 maintenance bays in the garage and have it be more than adequate.

5392 at JFK.

That is just like Sea Gate (where the streets are private and restricted access) and almost Forest Hills Gardens (while the streets are open to public traffic, they are privately owned - that is why the Q23 detours around it. Also, for routes like the M15 (local and Select), might it cost less to, instead of keeping a bus assigned to one driver per day, have a driver take the first available bus in the layover, even if it wasn't the bus with which he started the day? The layover at the 126 Street Depot can sometimes be 5 or 6 buses deep.

Not a bus move...but 1027 is ex-5433.

Same for 4158 (repainted like 4020)...not sure about 4167. That leaves 4332, 4648, and 4667 as not having front stripes.

1025 was as well.

Fleet repurposing. Yesterday, on one of the bus fan groups on Facebook, a poster posted pictures of former SEPTA buses that have been repurposed as multiple causality ambulances (one was one of the first 30' ElDorado Transmark buses that SEPTA had retired but donated to one of the municipalities in the service area, and one is a former SEPTA NABI 416). Instead of just scrapping all of the older buses, would it be a good idea for the MTA to save the best buses from a fleet that is being retired for repurposing for purposes such as these (donating buses to counties and NYC in the service area) - or even to repurpose a retired bus as a snow-fighter or other use? Fiscally speaking, it would be a good use. Some buses get repurposed in NYPD duty...I would also select two to be repurposed as mobile command centers for LIRR and Metro-North (NYCT already has the Phoenix bus as a mobile command center).

Ex-5295. Also, 6626 is now at ENY.

Select buses would serve the industry, but those streets can get crowded at times during weekdays, and it would be a dead zone on weekends, especially on Sundays. That is part of why the Q67 runs every hour on weekends.

While I concede that the proposed layover I proposed has problems, your plan creates two new problems. 1. What serves the Cooper Park houses on Kingsland Avenue if the B24 Williamsburg section is dropped? 2. What serves the isolated area of Greenpoint east of McGuinness Boulevard? With your issues on layover space...I'd reconsider the eastern end of the B48 as follows: To Greenpoint: via Nassau Avenue: right on Apollo Street, continue onto Vandervoort Avenue, and then as follows: 1. When the driver is pulling in after that trip, and the trip is scheduled to service the industry, the route would continue as follows: Stay on Vandervoort Avenue, left on Lombardy Street, left on Gardner Avenue, left on Meeker Avenue, with the last stop being Meeker and Stewart. Left at Vandervoort and deadhead to garage. 2. When the driver is returning to Lefferts Gardens: sit through a scheduled layover at Vandervoort and Meeker (far side), then proceed on the same route as , except that coming past Vandervoort/Apollo, the bus would stay on Meeker. 3. Trips not servicing the industry: Relay as follows: Left Lombardy, left Varick, layover on Varick and Lombardy. Return to Meeker via best route available, head west on Meeker to begin southbound trip. Southbound trips: 1. Not servicing the industry (relay). Proceed past Cherry/Meeker, relay beyond as per operator discretion.. 2. Not servicing the industry, from garage: Turn onto Meeker from Vandervoort or Varick as per operator discretion. 3. Servicing the industry, from a prior trip, proceed from above. 4. Servicing industry, from garage: Service begins at Vandervoort and Lombardy. The B48 would still go through the Meeker and Vandervoort interchange, but no turns would be made there except through operator discretion.

522 - Spring Creek on the B103.