40MntVrn

Considering it hasn't been announced which company will be the operator going forward, I'd assume Liberty is getting a real run for its money in the bid process.

If they end up keeping the BxM4C in some capacity, they could easily convert a few 500's to suburban seating.

Bingo. Humans are creatures of habit and until you create enough value to change a specific habit (regardless of 'having more information'), most rationale goes right out the window. A guy I know stood to directly benefit from GCM. He avoided the new terminal for months after opening simply because he preferred Penn for inscrutable reasons.

Any murmurs around the next Bee-Line operator? If memory serves, the deadline for the next operator or at least the final round is due in a few days.

Just read through most of the requests for clarification, seems like the new (or incumbent) contractor won't be selected till Feb 2024.

From an Urban Design, the 'business parks' segment isn't enticing at all. The bus intervals only support typical working hours and there are so many easily accessible highways. The promise is there but it would require WDOT to try something different.

Could you share the details about this? That link points to a portal requiring credentials. Thanks! Never mind, didn't realize I could create an account. Thanks for sharing

If the signal blocks were closer, this could allow slower-running trains to operate closer to each other. I think a combination of well-orchestrated train movements and supplemental bus service could quickly meet demand.

This is a different kind of nuts. What is the bottleneck at Meadowlands that would restrict an expansion of the rail line?

On point two, I'm assuming your thought process is to route MNR trains to GCM purely for optics? So that GCM can have better utilization?

Are there any US agencies with a similar infrastructure as MNR/LIRR that have successfully supported European-styled cars?

Spot on. What happens if there is a sweeping shift in commute patterns and there are more people willing to take the shuttle than what the 1-hour headways can provide in terms of capacity? If the answer is add more service...you get where I'm going... I get the idea of using the shuttles as a 'soft-launch' (I did a lot of those during my retail days--they are incredibly helpful) but, IMO, the soft-launch window should have been full service during the 2 weeks leading up to the holidays when passenger volume was lower but was still large enough for a shake test. Whatever results from this limited shuttle will not paint an accurate picture.

At this point, and aside from 'ceremonial reasons', there's no need to open if it's not 100%. They should scrap the whole shuttle plan and just wait to open in its entirety vs a piecemeal that doesn't serve the target audience.

I'd like to know this as well.

Absolutely agree. Isn't the current fare model: Free transfer when transferring to a local route and then full fare required on both segements when transferring from local to the 4C? This alone would keep me away.

I'm curious of the general opinion regarding the BxM4C. In recent years, I've always though there is immense opportunity with this route if sufficient changes were made to sync with ridership patterns. Is the frequency of the route the main deterrent? If the route had branches along other popular corridors, thus providing a 1 seat ride, could that in theory make the route more appealing?

Out of curiosity, will the Orion's go for auction, similar to how the Neoplans went?

It's a far fetched idea that will probably never happen, but there are enough parameters around this that could support such a change. On weekdays, the first 20 probably leaves the Yonkers depot at 4:30a and the last run probably gets back to the depot at 2:15/2:30a.

I'm anticipating how 24/7 LIRR service will be impacted. Wondering overnight service will be afforded to GCM and how people will access that concourse during the late hours.

Some of these routes would literally take hours to complete one run.

Way back when I used to work in White Plains, all of the 10:10 departures were synced to leave the transcenter simultaneously. Usually a 'supervisor' would flag out all the routes to ensure all connections have been made. Was always amazing to watch & ride. Can't confirm but wouldn't be surprised if this is intentionally broken up so that it can be handled by two different drivers. 40 & 7 used to share drivers on Sundays as the 7 short-turns in Mt Vernon.

Oh yeah. I forgot about NJT.

And so begins the slow removal of high-floor local buses . I believe the Orion V's are the last of the high-floor buses in the area.

You are correct--there a some peak-hour trains that express service pass Harlem & Fordham (which usually are short-turn trains--eg Grand Central to New Rochelle or from GC expressing to New Rochelle terminating at Rye).

I think you mean Fordham.