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.

BrooklynBus

Veteran Member
  • Content count

    2,665
  • Joined

  • Last visited

Community Reputation

798 Excellent

About BrooklynBus

  • Rank
    Senior Member

Contact Methods

  • Website URL
    http://brooklynbus.tripod.com
  1. Politics Comes Before Our Transit Needs

    So we should even take away even more street space from cars? And that will decrease traffic congestion? If someone is going from Queens to New Jersey and they presently use Canal Street for a short distance and you are now going to charge them $16 for doing that, they will either take the BQE to the Verrazano or the BQE to the RFK to avoid that increasing traffic on the BQE for example. Also from the picture of Webster it looks like most of the parking would have had to be eliminated. Not feasible unless if it were replaced elsewhere.
  2. Politics Comes Before Our Transit Needs

    As long as encouraging cycling increases cycling fatalities, it is the wrong approach. We should be encouraging bus ridership instead, and SBS has been ineffective and should not be the only measure used to do this. The people who are using cars in midtown are not making short trips which could easily be made by bicycling. They are already paying exorbitant fees to use a car. Why are there fewer vehicles in Midtown and more congestion if it is not for all the elimination of vehicular lanes and banning of turns? And supporters of congestion pricing act as if all traffic congestion occurs in Manhattan and all of it occurs on weekdays. There is much traffic congestion outside of Manhattan that congestion pricing does not address. And what benefit is gained from slightly reducing congestion in Manhattan only to move it to the already congested BQE and spill more of that traffic onto local streets? There are many problems with congestion pricing. You make it sound like those who drive are getting a free ride. Just saw a story on TV where someone stated that off-street parking near the Brooklyn Hospital costs $13 a half hour. Isn't that expensive enough? Not everyone can ride a bus. You say Woodhaven should have a center busway. Guess what? It does for half of Woodhaven Blvd. why should we spend $230 million more to move the curbside lanes to the center roadway in Rego Park? Utterly ridiculous.
  3. Select Bus Service Discussion

    Your suggestions sound feasible. But the city is interested in selling off the municipal parking lots so they can be developed. That greatly increased the traffic congestion on Kings Highway near the Brighton Line. They create the traffic congestion by overdevelopment and then blame the drivers for it and give them little choice by refusing to increase bus service or make serious attempts at making it more reliable. I have spoken to the MTA Road Operations people and they try to do their job but are so grossly understaffed that they are limited to putting out fires where the highest number of complaints are. But there is no shortage of high paying MTA managerial jobs whose only function is naggng their underlings to meet deadlines while doing little else themselves in the process. So how do we get the city to recognize the need to add delivery zones and municipal parking lots? Have you heard that Uber is starting in other cities something called shared rides at a much lower cost where they get you only to the vicinity where you want to go and you walk the rest of the way? If that comes to NY, it will mean more cars on the road and more competition for bus riders and the MTA will respond by cutting more bus service since once someone leaves the system, they are no longer considered part of demand. It doesn't look good.
  4. Select Bus Service Discussion

    Thanks for clarifying what you meant. I am not familiar enough with Webster Avenue to make a comment whether center lanes there were feasible or not, but if the street is only wide enough for four lanes and parking, I doubt if that were the case since there would need to be adequate space allotted for bus islands and if cars are lined up for a car wash in the only driving lane, how would cars get around that for example? I agree with you about 34 Street. When I first heard about that proposed busway and it's proposed river to river time of only 15 minutes, I was a big supporter of that. But what has resulted was hardly worth the effort and expense. But I think it was more than just the Macy's Parade that stopped that. I believe it was the deliveries which over there definitely could be done after midnight.
  5. Select Bus Service Discussion

    Keep repeating the same lies. It doesn't make what you say about me true. I already explained my position very clearly. You are not defecating people with cars and neither am I. You are defecating on the people in cars with your plain anti-car bias because you fail to realize that some have no other realistic alternative given their options. Yes, you are not necessarily advocating for more bus lanes but you are advocating for anything that reduces the space allocated for automobiles. And I am not dissing everything that inconveniences cars. I support the curbside bus lanes proposed for Kings Highway to speed buses there. I am against the bus lanes in the wide portion of Kings Highway, because they are just not necessary there. And as I stated I have no-pro car agenda and also would like to see fewer cars with better bus service through better routing and increased reliability. You say you favor real BRT. So exactly where do you propose "real BRT" in NYC with our limited space? Or do you desire to replace every expressway with a busway? Is that your solution?
  6. https://1drv.ms/u/s!AjLF7UGvRJvZmDW-pRxzvu0jrK9a
  7. Select Bus Service Discussion

    I certainly am considering others. If you actually read everything I have written, you would see that I am constantly talking about treating everyone equally. I have never written about favoring any particular group of riders. You on the other hand are doing the exact opposite. You are saying that bus riders are the only ones who count and we should f***k over anyone who must take their car. You believe in "equal use of road space". I assume that means that every street with two lanes in each direction should have one of them be a bus or bike lane regardless of how frequent bus service is or if one out of 100 or 1 out of 1,000 is a bike rider. That would be insane. And I never said 80 percent of people own a car. At least quote me correctly. I said that 80 percent of the traffic along Woodhaven Boulevard are people in cars and trucks and only 20 percent are allowed in buses, so it makes no sense to devote more than 33 percent of the road space to buses even during hours when bus service is only once every 15 or 30 minutes and cars during rush hours have trips that take 30 minutes longer because of the lanes. I say over 33 percent because the buses are not limited to the bus lanes and they can't be used at all by cars in the main road not even HOVs. I have no pro-car agenda. In fact I have done more for bus riders than you probably ever will. I created the highly successful southwest Brooklyn Bus route changes including the B1 which now ranks seventh in Brooklyn bus patronage and extending the B11 east from Borough Park. And the only time I take a taxi is to go to or from the airport. Maybe I could take a bus if the proposed B82 SBS were extended to Kennedy Airport or if there was a bus route along the Belt Parkway to JFK which is now a possibility with its reconstruction where the shoulders could be used as bus lanes. But according to you, we should just accept whatever sh*t the MTA proposes. You are actually saying it was worth spending over $1 million for fare machines so make a crosstown bus trip from end to end less than two minutes quicker? That means an average passenger saves saves only about 45 seconds out of a 30 or 45 minute trip. And that doesn't count ongoing enforcement costs where each member of the Eagle Team receives $100,000 annually in compensation. Or it may cost less to just have all door boarding on crosstown routes by just making the buses free due to the high number of passengers transferring and paying on other vehicles. You are even implying that every bus route should have off board fare payment. There are far more efficient ways to spend scarce transit dollars. But you probably believe we should have congestion pricing throughout the city to pay for this. I am not defecating on bus riders. You are defecating on anyone not in a bus.
  8. Select Bus Service Discussion

    You both have valid points. Yes trends are important and the S79 may be one of the more successful routes, and you really can't compare Manhattan crosstown SBS routes with most other SBS routes, but the point remains that to draw definitive conclusions you need much more data which is lacking. You need to know the real costs, how fare evasion on SBS routes compare to other routes, local versus SBS ridership, bus speeds and patronage comparing just SBS and their prior limited services, passenger travel times, effects on other traffic comparing minutes lost to minutes gained times the number of passengers affected. Etc. All that data is unavailable or not easy to locate. Can't really disagree with anything you said.
  9. I am also cautiously optimistic about Byford. So far he has been saying all the correct things. I sent him an email before he arrived, waited a month without any response. So I sent it a second time. Guess what? I received a very nice personal response within an hour. A friend of mine who also sent him an e-mail also received a personal response in an hour.
  10. Select Bus Service Discussion

    Talk about moving goalposts. Because that's exactly what you are doing. I was merely asking for data the MTA and DOT should have (passenger travel times and vehicle volumes and travel times) using OD data or estimates with the sophisticated modeling data they claim to have but would not even reveal the assumptions they use to create those models. I am only a bus rider. I am not the MTA, the DOT, or the New York Times or even a paid journalist for that matter. So I don't have to put in any legwork other than walking to the bus. I don't have to provide my own data, but it is incumbent upon those agencies to have that data since they are the ones claiming all this improvement which has already been disproven by the comptroller who stated bus speeds and bunching are only barely better with SBS and that is by comparing SBS to both local and Limited. The benefits would even be less if SBS were just compared to Limiteds and locals were left out of the equation. As for the links to the costs conflicts, I can get those for you by putting in the leg work, but why should I. You wouldn't be convinced anyway. The $10 million or it could have been $20 million was from a DOT document which probably omitted the cost of the buses because they wanted the money spent to seem minimal and figured the buses would have had to be purchased anyway and they weren't the ònes purchasing them. That should have been explained in a footnote. A NYMTC report showed the cost as $44 million because they included all the costs. Similarly in deBlasio's cost for SBS last year when proposing 21 new routes last year, he only gave the city portion of the cost, implying it was the total cost. So yes, DOT and the MTA as well as the mayor all engage in providing misleading data, but according to you that is okay because it is better than nothing. That is how they get fools like you to go along with their bad plans.
  11. Select Bus Service Discussion

    Really all the data? Where up is to data showing that passengers's travel times are shorter since SBS? That is the true measure of SBS being an improvement or not. And why is the cost data contradictory with one report showing a cost of $10 million for the B44 SBS and another showing $44 million? And what about daily car volumes for Woodhaven Blvd? DOT gave us daily bus passengers, but the volumes for cars were only available at a few selected intersections and the data was collected over a period of five years. And as far as the MTA data, you don't know how computer savvy the students from NYU, the Comptroller's office and others who used the data are. I have seen some of the numbers on BusChat and without manipulation and computer software, the data is not unusable. That is not the meaning of transparency which the MTA claims it is. In fact you can't even do a search from within the MTA website to find basic ridership statistics. If you try, all you get are links to useless press releases.
  12. Select Bus Service Discussion

    Okay, but that assumes they don't need a second bus already or have a monthly pass and are not traveling at an odd hour when the bus runs every 15 minutes and the bus isn't late, because someone won't take a bus for one or two avenue blocks if he has to wait 15 minutes for it or bother walking up two flights of stairs to ride a single subway stop.
  13. Select Bus Service Discussion

    I have no idea what you are talking about. The example I gave was someone who wanted the B82 at Kings Highway and Ocean Parkway where there are numerous apartment buildings and probably a big demand for the B82. You responded that there is the F train at Avenue P that they could take for one stop if they didn't want to walk to McDonald. The F is on McDonald not Ocean Parkway and as you know it runs north south not east west, so what did you mean to say? I agree that most just want to get somewhere in the quickest time, and many will walk to a limited stop if no bus is coming, but there are many exceptions. Last year I had to get from Coney Island and Kings Highway to Ocean Avenue. Although I knew walking would be the quickest way, I was having so much back pain, that it really wasn't an option. So I took the B82 and it took 16 minutes. The limited took the same amount of time as the local.
  14. Select Bus Service Discussion

    But the guidelines for local bus service except for outer Staten Island is a quarter-mile to the nearest bus line. So if everyone lives along Kings Highway, you are correct. But since the closest east-west bus line to the north is on Avenue N or M, that means you also have to walk half that distance to Kings Highway which is already a quarte mile walk. So to walk to McDonald is a half mile walk, the standard for a subway line and SBS is no subway. The same is true if you are coming from the south. One quarter-mile for half the distance from Avenue U plus another half mile to McDonald or Coney Island Avenue. Then you may also have an extra walk at the otter end of your trip. I don't think too many local riders will walk to the SBS stop unless they find themselves having to wait a half hour four a local which wouldn't surprise me since most SBS routes had their local service worsen since SBS, particularly the M15 which probably explains the huge passenger declines on that route. It is less ne'er worth it to wait fir a bus for under a half mile trip.

×

Important Information

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