Jump to content

Attention: In order to reply to messages, create topics, have access to other features of the community you must sign up for an account.


Veteran Member
  • Content Count

  • Joined

  • Last visited

Community Reputation

8 Neutral

About JAzumah

  • Rank
    Senior Member

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. I inquired as to whether private carrier equipment would be assigned to the A&C 4 in the future and I was told no. That means either NJT is going to run it or it is going to go away. It could also be that the 6 service is increased and Journal Square is used as a transfer point for Newport Mall. It may be possible to operate a route like the 4 with reduced weekday midday frequencies coordinated with the 6. That means you are running it with one bus during the midday hours. The sketch I had on paper would run it with a Grove Street short turn alternating with a Newport Mall bus during rush hours. The Saturday and Sunday schedules look like an effort to run the route with two buses and I think that should be maintained if possible. However, if they do not think it is worth it, then I am not sure I should invest the energy either. Academy's Sayreville run is a lot more interesting.
  2. It was started prior to 1989, so they got a city franchise. This was a route that the MTA refused to operate (they were asked).
  3. The MTA will never provide enough bus service because in a subsidized model, you generate more demand than you can support. That is the nature of subsidies. In some communities, they are aggressive at trying new things. In NYC, we are fighting a losing battle to keep what we have. The good news is that the MTA is getting better at managing the service they do have and they are pushing all the zero dollar improvements they can.
  4. Here's the thing: The people who condemn drivers for not wanting to give up road space are missing an important part of this discussion. In general, the MTA does not provide enough service. The city does not support the bus service already provided, does not allow for new open door private bus service, and does not protect the legal vans out there. You want to convince drivers to give up their road space to an agency already strained at providing bus service? How about rapid service to anywhere other than the CBD core? Public transit is supposed to take no longer than 2x the travel time by car. Most of the car itineraries are 3x faster than public transit. Why should anyone give up their cars to ride a public transit system that cannot handle the volume it already has? This idea that more riders will yield more support for public transit in NYC is not happening. When you pit congestion pricing versus a 30% fare hike, this is a false choice. It will not be possible to pass a 30% fare hike without political fallout. Can congestion pricing pass without existing MTA funds being raided? I have questions. If congestion pricing is supposed to provide capital support, it should not be pitted against a fare hike. Driving provides a level of certainty. I don't know how anyone can be certain about what is happening around the MTA right now.
  5. Here is the reality of the situation: 1) Pipelining everyone onto 5 Avenue/Madison Avenue was stupid. Restoring East Side options is a natural fix for people that work there. 2) Off-peak services must be "corridorized" as much as possible. That means that South Shore bus service needs to run via Richmond Avenue OR Hylan Boulevard. The SIM4c can run with a split branch on the south end. You can also treat Gannon Avenue as a corridor, splitting one branch via Watchogue Road and one via Victory Boulevard. 3) The Brooklyn-Battery Tunnel's single lane inbound in the afternoon kills the MTA's ability to reliably double up trips on afternoon buses. They will have to take the Manhattan Bridge lower level or reduce service by 30%.
  6. They have never had to cater to its rider base as a whole because their survival never depended on it. The central planning mindset that seeks to kill off dollar vans and constrain Uber/Lyft/Juno/Via doesn't bother to internalize why people spend more to avoid the MTA or mix & match between the MTA and private options. The only thing that will change this is a bankruptcy scare and the MTA bond downgrade is the start of that avalanche.
  7. The number of buses you need is an "artificial number" based on loading guidelines. In my opinion, the MTA needs to fill the buses up and reduce the express bus fare. It is too high for lots of normal middle-class people. The loading guideline needs to be 50 passengers per bus or every 30 minutes (excluding the first and last buses of the day) with a fare reduction to $6.00. Then, you would have plenty of buses to operate the 23 and 24.
  8. The MTA is prepared to operate the SIM23 and SIM24, but the state refuses to give them some of the money that it is paying Academy to do it. So, as long as that money exists, Academy will be doing the runs. My understanding is that the current contract is month-to-month. A logical transition time would be just after a fare increase. They would be able to budget for the new service at that time and claim it as an improvement.
  9. I do have plans for Metro Apple Express in the near future. Something about a Coney Island Avenue express bus...
  10. I expect the X22A to continue as normal.
  11. Real people use public transportation and it is important that planners not try to engineer the behavior of their customers too much. Most express bus customers spend more than 12 hours a day going to/from work as well as being at work. There is more to life than working or going to/from work. There is shopping to be done, kids to be picked up from babysitters and after-school centers and the like. These tasks cannot all be done in a timely manner via SI's bus system. So, you park the car at a park & ride and then you complete your errands once you get to your car. This is how many people live and I am not sure they should be judged for this. These folks will be thrilled by the new park & ride focused services.
  12. The only time Staten Islanders are not going to drive is when there is a blizzard, hurricane, or nuclear war. A few will still try to drive in the third scenario. Let people travel how they want to as long as they bear the cost of doing so. It is not the MTA's business to tell people how to travel. It is their business to service the demand. There is a very good business case for running a steady diet of guaranteed seating Park & Ride buses every 15-30 minutes. The service will be very reliable and they can fill every single seat on those buses. You run it through the checkpoint to balance loads and take standees (if any) from other routes. This can also work in reverse if someone misses their normal bus. In addition, routes run better when a supervisor has to check the bus in. The SIM2c would run Downtown & Midtown. The action is not in Downtown outside of rush hours. The Midtown/Downtown buses pick up a lot of passengers from Midtown and the SoHo areas because of social activities. There are currently 55 morning runs on the x2, x3 and x9 which start out at New Dorp (Tysens Lane). Despite what the MTA may believe running all Hylan express buses from the ETC will result in filled-up buses by the time they reach Guyon Avenue. But as you say let's see what the real schedules look like. The MTA is going to operate short turns, but they will no longer receive their own designation. I am not even sure New Dorp might be used as a break point. They may use two or three new break points for utilization purposes.
  13. The activity center off-peak is in Midtown. It will do fine on weekdays, but terribly on the weekends.
  14. I believe that this plan overall is a very solid plan. The MTA is finally designing routes that are shorter and faster. They need to aim at keeping the running time of all routes below 90 minutes. The park & ride super expresses are a no-brainer. It lowers operating costs and provides better service to those facilities. Get used to fewer, faster, more reliable buses everywhere. That is how express buses are supposed to work. I believe the SIM2 is not strong enough to operate on its own outside of rush hour. It should be integrated with the SIM4c. The SIM26 needs to stop at the Arden Heights checkpoint and retain its Super Express variant.
  15. I found that to be odd as well, but I once had a commute from Brooklyn to New Rochelle on public transit. It was worth it for me, but it was for a short period of time. ​There is a rumor going around that the N19 and N78/79 have already been taken off the table. That is very good for the network as a whole. I have run the numbers on most of the other routes and it is very difficult to justify.

  • Create New...

Important Information

By using this site, you agree to our Terms of Use.