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Q43 Floral Park

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  1. The first sunday this month, I thought all of the tracking apps (MTA and 3rd party) were glitching because Ia route that should have been every 20 minutes until 1A was saying check back later at 8:50P. Waited 15 minute before leaving, then 10 minutes at the stop and just opted to walk along the route instead of taking one of the 2 seat alternates. It was nice out and I wanted to see if there were crowds (there were) or if something would come because broken tracker/new bus (nope). About 30 minutes later, a lone bus, passed me packed to the brim in the opposite direction. I finally reached out only to be told it wasn't a GPS glitch but that they ran out of operators 3 hours early. The bus I had just seen was on its last run because it vanished as soon as it hit the terminal. To me, it seems like its based less off of demand (this route was in the top 50 for weekend ridership pre-COVID, and there was an article out last summer saying it was the most crowded 40 ft route) and more so taking advantage of chronic issues (route unreliability is nothing new and they made zero announcements about it).
  2. it's great that they claimed the route needed no adjustments via the redesign, just to announce a cut service on the low where most riders won't read about it. imo the bx3 unreliability is largely self-inflicted and is used to justify reducing its service. it's easier to say 'service is delayed because of 181 st traffic' nearly every day than to admit its because: a) they've been randomly ending runs at kingsbridge rd for 5+ years and won't build them into the schedule, make them trackable or have them serve the VA Hospital b) telling operators to battery run and skip stops instead of putting some type of limited service together c) won't use any artics to address the crowds (i've seen more artics wind up on the Bx32 tbh) d) won't put a dispatcher at 238 street to make sure buses don't arrive and leave together.
  3. well they could but that would decrease ridership and increase the deadhead (its the shortest one after the BxM7) for starters. After looking at this report, they'd probably use the new terminal at 262 as a means to cut the AM Super Express runs (saying it won't carry well from 262-246 only), then we have less buses that are more crowded running the whole route... my BxM3 stop is still on the chopping block after going to the meeting and explaining it's on an isolated hill without any alternatives. so I don't we need trade, I think we need to demand an explanation for how we are supposed to accept 400+ stop cuts without seeing stop by stop ridership for every route or these drastic midday/sunday express cuts without seeing the average passenger counts on the runs in danger
  4. I’ll add this one: Southbound BxM3s left Getty Square at ~5:15 (missed it because I wasn’t expecting it) and 5:35 (caught at 6pm). The former tracked on the transit app until it hit the Deegan, vanished until 125, reappeared then vanished again by 62 st. (I should have gotten the bus number from the MTA app) and the latter is the actual run. There’s nothing tracking on the s/b 6:35 run and 2 n/b buses coming up Madison now. not really sure how this happened but if it’s true we’re looking at a 2 hour south bound service gap.
  5. BxM1/2: Riders north of 246 St have less service north of 254 and it'll only goes to 5th av (Bxm3/18). The BxM3 might take about same amount of time to hit the Deegan as the current BxM1 via 236/Riverdale does. If the BxM1/2 start at 246/HHP, I feel like all service would end up via Spuyten Duyvil. They'd cut those AM via Riverdale Av runs and justify it by saying they won't fill up on 5 stops/were there to speed up the rides of North Riverdale riders). BxM3: Broadway will have no service (north of Mosholu) and will probably lose service once MTA sees it not carrying. The new BxM4 will be late after getting stuck on the Deegan between 233-VCP and could have Sedgwick riders standing in the AM. Woodlawn would love this though, it's the only way they'd have a chance at <30 min headways. BxM4: riders on the Concourse/Norwood willingly pay 6.50 for the route with the shortest express section and this forces them to the if they want the East Side. I wonder if putting the stops on the main road would speed it up...
  6. If true: Bx36: I see the short turns still being 40fts. Bx19: needs all the help it can get. Bx15/39: I'm definitely biased on this as a KB rider but IMO they consistently gets the short end of the stick... they lost Bx55 LTD runs for Bx15 local runs which sucked for operators (I also can't think of another route where the locals are at 1 depot and the LTDs are at another). Then the Bx41 for the Bx39 which meant no SBS runs and longer deadheads. Every time a new order comes in either GH gets them first (NGs/LFS), they have to split it with GH (47xxs) or they get hand me downs that have been walloped elsewhere (the LFSAs). Putting the Bx15 out of KB would be a step in the right direction. Bx17: see below Bx35: makes sense That's what I'm trying to figure out.... The only route that can move to KB without them needing a lot more buses is the Bx32 (which would make more sense). I feel like it's like the Bx9, you might see 1-2 daily.
  7. I'll get around to riding the SX one of these days to see how it goes... my 2 worst express rides were: sitting in the rear stairwell on a SRO YON 92xx w/ mix-match seats and no heat in the dead of winter and a O5 CNG with local seats on the old 1A that hit every pothole to the point where a panel dislodged from the undercarriage and dragged from QB to Main. We don't have suburban 40 fts anymore so I just don't understand how you interline them and don't give the operator enough time to swap out buses... You pretty much have to pass BP to get from the Q64/110/112 to Rochdale and if its a Brewer run I can't fathom why you would just end at the Depot. QM1/2/9: don't know too much about the current routes but this looks good on a map QM3: Pros: it skips Northern west of Flushing-Main Neutral: While I've never seen anyone use it on LN, it's a long walk to Northern or HHE. Cons: Like B35 said it not serving Northern west of Utopia would kill it. PW service is better East of Bayside (hence the QM3 ridership being higher west of there). The time we save off Northern (w/o Flushing), we lose meandering to get to Northern by Broadway. Now you could put it on Sanford and still get the Northern riders but idk where you go from there (I imagine Sanford-Kissena-HHE would just be stuck in traffic)... All day service is ambitious when most people would probably just want a Q12 LTD. QM4/C/S/X: QM4 Extension to OG is perfect. I'm confused... I get the service patterns but if the QM4C/S/X don't make QM4 stops, why label them the same? For the X variant you could stop at Bell and go express from there (Oceania and F Lewis are dead) QM6: eh.. LIJ is a good Q46 terminal but I'm not sure how many express riders are getting on/off there. It takes 2 minutes to go from 260-LN on Union; via GO will take 10-15 minutes and it'll be hard to stop at LN Eastbound and still make the left (unless you have it do Union-80-LN and use the Q36 stop). The stop at 75th can go but you need one at 73rd. I know it's an awful routing but the whatever serves LN has to either end at the Plaza and not serve the parkway or go to Glen Oaks because... QM8/14/37: the GCP service road is narrow east of LN and NST would lose it w/all those buses terminating there. The problem w/ ending downtown service at the plaza is the current QM8 gets good ridership in GO. I'm not sure where you have the QM14 ending but there's no GCP/LN stop at all... you can't expect the people on the service road to walk to NST, 260/LN or LN/61. QM12: Something needs to be on Yellowstone North of QB. QM21: would Rochdale be okay only having service along one side (idk how long it takes to walk through). I always wondered why there's no FL/250 st stop for the x63 but why cut Hook Creek out? QM22: I think an East Elmhurst/Jackson Heights route might fare better... QM64/68: Peak, I'd probably have the QM68 as the route at Main St and then the next stop at Midland. Let the QM64 stay the same but just run express from the Van Wyck to the city.
  8. They make the same stops now but I was saying if you change the QM5 route to make less stops and leave the SX with one pick up would it still be worth it (idk if the people using it are west or east of 188). Thanks for the breakdown on the hypothetical service. On side note: someone mentioned this in another thread but BP had an O7 on the QM21 this AM... While I get interlining, it seems kinda messed up to have people paying 6.50 to hit every bump on the LIE... Had to be glad it can't happen on my express route(s).
  9. I think all 3 routes already run more frequently than that in the AM (if you were to avg the 6-8am runs)... in the PM, the QM5 SX runs would be serving half the stops it serves now. Might be better off having a QM1 or QM6 SX... my comprehension of scheduling is minimal so maybe someone can break it down for me: if a route (in general) is shortened and then covered by 2 other routes, I would think it would require less buses per hour (unless the stops it's keeping to itself are the high generators) because you're going to need more buses on the 2 other routes. ex. if you split the Q27 in half at QCC; made the Flushing portion a branch of the Q26 and extended some Q83s up to old Q75 terminal to give Oakland Gardens direct Jamaica service and left the Q27 as a standalone bet Murdock-120 (an obv. horrible idea), wouldn't the branched Q26 and extended Q83 require more service than the Q27?
  10. 1a. I like this plan and agree that no service cuts are a good thing but can you help me understand how? The branched QM6 would definitely need more runs [neither NST or GO is going to take peak only service] and I think the QM1 might also need some if its going to do Main-188 solo. Meanwhile, giving up the GO+73rd riders, eating into more of the QM6 base and running express after 188 means the QM5 only has 10 standalone stops for ridership. To me that = QM5 runs becoming QM1/6s = HHE bet. Springfield-LN getting less service. 1b. I could be wrong but I've been under the impression that express ridership in Oakland Gardens North (via 73rd Av) is higher than express ridership in Oakland Gardens South/Hollis Hills (via Union) [north has denser housing + the Q88 is local vs. south is all homes but has the Q46 LTD]. I agree that most riders probably aren't north of 73rd but I would think the bulk find it easier to get to 73rd over Union [that parkway is in the way]. In other words, if Midtown service were to be extended in OG, I thought the 73rd service would need to be supplemented before Union. If you throw new stops on Springfield at 75th/77th into the equation, would people choose them over the more frequent service at Springfield/73 (QM1/5) or Springfield/Union (QM5/6G/6N)? 2. Gotcha, I never taken the QM4/44 3. Your QM8 runs east from Douglaston to GO before heading to the city. I was asking how much time it'd save over the current crawl
  11. IIRC, they said the NST-Downtown QM1As didn't become QM9s because they weren't carrying well and people could x-fer at Chevy. I agree that the Qm1/7 don't do enough, I'm just curious about a few things: 1. How do you set the headways? Going off the maps, I'm envisioning a service cut between Glen Oaks/LN Plaza (fine) but too much service on Union 188-Springfield (QM5/6/6G) and not enough on 73 Av (Qm1). 2. Why not start the QM1 at Cloverdale? I know the QM5 won't need the coverage but I imagine trying to layover at Springfield/HHE is going to be a pain. 3. How much time does going in the reverse direction cut off the QM8?
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