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aemoreira81

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Everything posted by aemoreira81

  1. In my opinion, all of the overnight express trips should be on articulated buses (with Spring Creek now TWU, Flatbush could cover the X28 and BM1/2/4). The cap of 40 mph is not really relevant at that hour. What is odd though is: how do the homeless know about the bus bridges?
  2. I'm of the stance that the homeless need to be booted from the city altogether, as a nuisance.
  3. For late night service, I have to wonder if some subway routes can be bustituted on a permanent basis, and to also discourage the homeless from being on the subway. For instance, in Queens: to Lefferts overnight...this could be covered by a shuttle bus instead. It would make all stops from Lefferts Boulevard to Rockaway Boulevard, and then nonstop to Grant Avenue (inbound drop-off, outbound pick-up) and then Euclid as the last stop. to Rockaway Park, from 10 PM to 5 AM (+1)...replace with an extended Q35. ADA service available on the Q35 via transfer at Flatbush Avenue/Brooklyn College , extended to Beach 67 Street/Arverne by the Sea overnight. (Alternative: transfer from the Lefferts Boulevard shuttle bus to the Q53 SBS.) and to Jamaica Center---Jamaica Center is closed overnight. All service starts and ends at Sutphin/Archer instead, with trains cleaned out there. (Trains would then operate to Jamaica Center empty to relay.) All buses that operate to Jamaica Center between 12 AM to 5 AM would operate to Sutphin Boulevard instead. The Q83, Q111, and Q114 would then terminate overnight at Sutphin Boulevard instead of Parsons Boulevard . If some of this sounds a bit weird, it's to preserve ADA service and to head off a lawsuit on that front. Also, for certain southeast Queens routes not operating 24/7, I would make the following changes on outbound trips (Jamaica departure): Q42: Weekday trips after 7:20 operate only as far as the last passenger. Q77: Weekday trips after 7:57 PM, Saturday trips after 7:40 PM, and the 9:55 PM departure are guaranteed to operate as far as Francis Lewis and Springfield Boulevards. After that point, trips will only operate as far as the last passenger. Q84: Weeknight trips after 12:20 AM (+1), Saturday trips after 12 AM (+1), and Sunday trips after 12:15 AM (+1), are guaranteed to operate as far as 120 Avenue and Springfield Boulevard. After that point, trips will only operate as far as the last passenger. These trips all pull in from the outbound end to return to Jamaica Depot.
  4. At least the articulated buses would have made sense on the QM17...it's too bad that NYCTA drivers couldn't have covered the BxM4, even though you're dealing with TWU 100 drivers all around. Being capped at 40 doesn't really matter at that hour, and TBH, having only local buses out (remember, MTA Bus Company drivers have been covering NYCTA and MaBSTOA routes if they're TWU 100) protects the drivers. (Also, for the Spring Creek routes, those could be covered by Flatbush as well, as the XD60s are normally off the road at that hour.) Also, I'll say that it would make more sense for Ulmer Park to cover the late-night B82 instead of East New York. If and when summer pick happens, there could be a lot of changes. As for permanent changes, I could see them coming, especially for shuttles. Is it possible that some shuttles could become permanent bustitution late at night.
  5. I came here precisely to ask about why the Bx7 is terminated at Isham. That also leaves Inwood orphaned from NY Presbyterian. Also, I would run a modified M31 (extended to 96 Street/2 Avenue). What about combining the M14D and the M23 overnight, to create one route running from Chelsea Piers to the East River Houses?
  6. I can answer #2 on the Spring Valley and Suffern part---you can trace much of the ROW, but would need some condemnation within Ramapo.
  7. This is more on central planning, and also the ATU 726 contract. Keep in mind that only ATU 726 drivers can drive buses within, and to and from Staten Island, and so drivers from other divisions could not legally be called in to help (as one has seen as late as last weekend, the inverse does not exist---ATU 726 drivers can drive any other NYCTA route). You can bet that this could be something the MTA would want to change in the next contract negotiations to state that if a state of emergency is declared by the Governor, subject to equipment availability, any division can be called in with any equipment to assist, excluding electric equipment (Proterra, New Flyer XE40 and XE60), for as long as the state of emergency is in effect, and this will also likely be insisted on for all other bargaining units too. Current divisions and bargaining units Manhattan (ALL): TWU 100 Bronx (ALL): TWU 100 Queens: NYCTA: ATU 1056 JFK and Far Rockaway: ATU 1179 All others: TWU 100 (Spring Creek may be TWU 100A) Brooklyn (ALL): TWU 100 Staten Island (ALL): ATU 726
  8. That was one weekend day. However, I would not be surprised if if the B32 and B37 got sacrificed in Brooklyn Division.
  9. Back in the day, on some routes, there would be signs indicating where a bus should turn. I wonder if that should return on complicated routes.
  10. On SI, not only has the MTA temporarily reduced service to just the 7-day-a-week routes (plus the S55 and S56), but the MTA has also removed the routes that only operate weekdays from BusTime searches. For MTA Bus, can service be reduced likewise, with modified Q34, QM20 service and combined BxM7/8 service?
  11. Staten Island Division service starting with the morning rush: Only the SIM1C, 3C, 4C, and 33C will run. All Limited-Stop service is suspended, except for the S89. The S42 and S66 will also be suspended. (Those buses off the Island, I expect that they will remain in the Bronx for some time, as Bronx is an LFS division, with the O7 3Gs being at Kingsbridge.) When it's time to return the buses, then ATU 726 drivers can be called in; until then, I presume that TWU 100 drivers can drive those buses.
  12. 7078 and 7087. 8705 is also loaned to Kingsbridge.
  13. You think that's bad? The Q56 passes in FRONT of them and that route is horribly dispatched. Before all of these issues, it was not unusual to have a 30-35-minute gap.
  14. A pole got uprooted and fell on the bus. The bus body appears to be okay, minus a minor dent, but the force shook the bus enough to cause the windshield to fall off the bus.
  15. In terms of the R32s...I would be surprised if they returned to service. However, can 6-car R46 trains (2 south, 4 north) be made for the without negatively impacting the (that is, are there enough R179 sets for the )? (The Rockaway Park trains could be cut to 2 or 3 trains in the interim.)
  16. People have to remember that the buses around this age are 15-16 years old. You should be seeing a lot more retirements like this. So far, about 10 of that large order have been retired for reasons related to this. The NYCT batch, by contrast (4300-4329), probably has much less mileage, owing to its early time at QV. Except for UP and its early time at Charleston, these buses rarely ran 7 days a week, while College Point, Eastchester, and Yonkers MCIs have to be ultra-high-mileage.
  17. In Queens, I have to wonder why the Q70 isn't down-sized to 2 articulated buses from the normal 5-6 buses on the route. As of this post, LGA is averaging about 18-19 movements per hour (at an airfield with a cap of 71 per hour) with abysmal load factors. Its only purpose is to serve LGA from Woodside and Jackson Heights. Likewise, for the B15 and Q10, I would argue that every other B15 to the airport and Q10 Limited terminate at Lefferts Boulevard AirTrain...except for times around shift changes. As for the Q3, I would argue for every other trip to terminate at Rockaway Boulevard. (This is where the JFK AirTrain should run limited service with three-car trains, every 15 minutes on each branch, with 2 car trains on the loop.) If services need to be curtailed wholesale, in Brooklyn Division, I would argue for the B2, B6 (Limited only), B32, B35 (Limited only), B37, B41 (Bergen Beach beyond Empire Boulevard), B46 (SBS), B69, B84, and Q58 (Limited).The B46 would run the full distance with articulated buses (subject to availability), and whatever articulated buses are left over from the B35 after essential service is run would be placed on the B8, subject to availability (I'm not sure if an articulated bus could handle 71 Street in Bay Ridge).
  18. With how low ridership is, that may not matter. Ridership on buses has crashed through the cellar.
  19. I was going to ask that one...you have to have those buses wide open if you're going to run express duty, or at least set to 55. That bus looks as though it will do an entire shift. I never thought the type of seat would be an issue, but rather the speed limiters. I could see Spring Creek and College Point resetting the speed limiters and sending C40LFs out on express routes, although a major difference here is that with 8609, one still gets WiFi and charging ports. Also, in an emergency, since fares aren't being collected on 8609, I could see a situation where the SIM1C and S79 SBS are combined on weekends, with all trips to SI Mall and local in SI, but then deviating leaving the island. As for the X27 and X28, if enough drivers are XD60 qualified, maybe the ex-Kingsbridge buses should run there instead, to promote social distancing?
  20. Staying on the topic of the B84, I have to wonder if it would be wiser to extend the B60 ointo Spring Creek, maintaining the B60 on Glenwood and Cozine both ways between Rockaway Parkway and Schenck Avenue, and then following Schenck and Vandalia into Spring Creek. I agree that the idea of connecting Spring Creek Basin with the isn't working, but what about the ? Keep in mind that an earlier B84 iteration ran between Rockaway Parkway and Ashford/Wortman. That ended when it was merged into the B6, which assumed the old B84's eastern terminus became that before being extended to the New Lots Avenue station. Speaking of other short routes, what about folding the Bx46 into the Bx6 and making that a variant of it, terminating at Yankee Stadium? (There is the legitimate question of whether it would be too much bus, but it would take people from farther west in the Bronx to employment sites on the west side of Hunts Point. I would propose this route: Eastbound: first stop Yankee Stadium, then follow the Bx6 route to 163 Street and Westchester Avenue. But instead of turning left, the Bx46 would continue down Rev. James A. Polite Avenue to Dawson Street, and then turn left onto Longwood Avenue. Westbound, the bus would follow the current Bx46 route, then turn right from Longwood onto Prospect, and then left at 163 Street to rejoin the Bx6 Local to Yankee Stadium. Of the recent short routes recently added, only the B32 has really worked out, to where I believe that the B32 should go to 20 minute headways (15 peak) after this COVID-19 situation has passed.
  21. I would say the B84...it's designed to serve the new community around Spring Creek Basin, which is nearly complete, but I have to wonder if a B83 variant would do the trick instead...terminating around Home Depot but not serving Spring Creek Towers, instead deviating from the existing B83 at Cozine Avenue and then running via Schenck and Vandalia, once the remainder of Vandalia is opened between Elton Street and Gateway Drive. At that time, the Q8 could also be rerouted to operate via Vandalia as well to and from Gateway Mall (North Terminal).
  22. Ridership has plummeted to just about 700,000 daily riders, from a normal 5,500,000 daily riders. As for current service, as of this post: - all suspended - every 15 minutes - only operates between 241 Street and 180 Street in the Bronx (White Plains Road shuttle) - reduced essential service - via 7 Avenue Line, Dyre to Flatbush - no express service - local service all the way, no Rockaway Park service - local in Bronx - no service to 179 Street - every 20 minutes SIR - inbound departures depart Tottenville at :01 and :31 past the hour. Outbound departures depart St. George at :06 and :36 past the hour. (As for the SI Ferry, does anyone if the Austen class boats are being used all day?)
  23. That was in March 1989 after a failed robbery attempt. Those arsonists were never caught. The station was closed for more than 3 years and the MTA actually considered abandoning the station at one point. On a train, however, you have, on an R62, the firebombing of car 1391 on the 4 train (but the R62 has metal walls). That arsonist, Edward Leary (who was also the most seriously injured person as he set the firebomb off) was denied parole last year on his first attempt and, it still alive, will be up again in September 2021.
  24. This one got its own thread, because it was arson. Central Park North-110 Street is a crime scene as it was arson on a 2 train, killing the train operator. 86 and 96 St are closed because the suspect also set fires at that station. Even after what's left of that train is moved (as of this post, it has not been moved, as it's a crime scene), there is major structural damage to the station itself. It could be a few weeks before service is restored to the Lenox Avenue Line.
  25. Already had that elsewhere. What might need to be considered are automated fire extinguishers (why that wasn’t considered after 1391 was firebombed in the 1990s is beyond me) on all cars.
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