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About 67thAve

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    West Hempstead, New York

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  1. Since the coronavirus pandemic is going to severely impact the MTA's already-dire financial straits, what are some potential solutions we can think of from the bus front to save cash? For me, the most obvious one is to shift all bus operations to private contractors, as NYCDOT used to do, on a depot-by-depot basis to ensure market competition. As controversial as it sounds, this may be the best course of action, as if the pandemic lasts as long as it is expected to, the MTA isn't getting back on its feet without massive cuts which will make 2010 look like a minor service reduction. Another possibility is simply to abandon territory where the MTA competes with dollar vans, as many cash-strapped transit agencies did in the ex-Soviet Union during the 1990s. Neither of these are very appealing, but they may need to be done. Of course, the obvious answer is to break up the unions, but that's never getting off the ground.
  2. Finally, a reason to cut the N57 and put that money somewhere more useful, such as better bus service in Elmont.
  3. I made some pretty severe typos in this post. Next time, I ought to proofread a bit more!
  4. Baldwin Harbor, yes. West Hempstead, no. The West Indians you see in West Hempstead are typically home aides and babysitters for the area's rapidly expanding Orthodox Jewish community, which probably is about 1/3th of the population in the area as whole now, and a sizable majority in the triangle of Hempstead Avenue, Woodfield Road, and Eagle Avenue.
  5. There would be a terminus somewhere north of Delancey Street for laying over. As for where, I am not certain. The reason for the use of the term "unidirectional loop" has to do with the length of the one-way portion.
  6. To clarify, the map itself was not for a university project, per se... it's the outgrowth of a 24-page group paper I (mostly) wrote. The M4 and M105 run south to 125th Street to provide connectivity to the IND at 125th Street. Yes, the M5 is explicitly designed as a coverage route. It's also designed to replace the current north-south portion of the M57 along West End Avenue. I took in your suggestion for the M9 and cut it back to Fulton/Broadway, and also adjusted the M11 to terminate on the south side of 125th instead of by Amsterdam Depot. The city could always make more layover space for the M14A/D with some "political maneuvering" (i.e, removal of parking spaces). The M15 was cut back to the foot of Allen Street because Water and Pearl Streets because the M103 is better-aligned to serve those portions in terms of street patterns and traffic patterns. As a concession to demand, I have decided to reinstate M20 service through the southern portion of Battery Park City... but only for the southbound direction. Waiting to turn left out of BPC onto West can take a while, so northbound service via West is retained. The M34 serving Bellevue was apparently a mistake. It doesn't. Might want to get my eyes checked... The new M98 is designed to provide a frequent and direct to Lex/125 from the north-south routes in the Heights. The service was designed explicitly with transferring in mind (if this network was implemented in reality, one trip would give you unlimited transfers in a 90 minute period). For the reason the M103 was extended south, see what I wrote up about the M15. I wouldn't have the M110 run north-south through Harlem, since that makes the route fight two different traffic flows (north-south and east-west). You'll notice that almost all routes in this new network are almost entirely north-south or east-west, with the exceptions being the M14A and M14D. The M111 is a coverage route and effectively a partial replacement of the M55. It's also designed with tourists in mind to an extent, hence why it terminates at the Met. With the M116, I felt that serving the subway at 110th was an improvement over running it down 106th. It also makes the route faster through increased directness.
  7. I chose that as a place for a terminal since it's an existing layover point. May not be the best option, though feel free to suggest others.
  8. 1) Per your suggestion, I decided to realign much of the southbound M20 routing along West Street onto Greenwich. Service will still be eliminated into Battery Park City due to service redundancy, as the Downtown Connector already serves those areas (though I would increase service hours on the Downtown Connector to make up for this via city subsidy). 2) The M103 would see service levels increase to that of the current combined M101/M102/M103 trunk along its existing route. The M101 has to go, since the route effectively serves both as a crosstown along 125th and two separate north-south services (Amsterdam north of 125th and Lexington/3rd south of 125th), making it three routes bundled into one in its current form. The M102 is rendered redundant by the existence of a realigned M3 providing bus service along Lenox Avenue, while also providing service to East Midtown, albeit via 5th/Madison instead of Lexington/3rd. 3) M7 service to South Ferry is designed to replace the existing southbound alignment of the M20 and the northbound alignment of the M55.
  9. Inspired by what the MTA did in regards to Queens, as well as by a university project I worked on this semester, I decided to come up with my own (probably shoddy) redesign for the Manhattan bus network. Feel free to roast me. https://drive.google.com/open?id=1cnrGwH4jgXU9KeiFLqCTcyXatcMTfq7y&usp=sharing
  10. No 1. It helps 2 save $$$ for d MTA, as u dont need 2 hir a prufreder.
  11. This is shaping up to be a bigger disaster than Baltimore or Wellington. While Queens does need a bus network redesign, some of these ideas seem downright asinine, looking good on paper but not in reality, though the map is also very unclear. Route numbering is also going to be a big problem if these proposed changes are correct - relocating the Q83 from Eastern Queens to Woodhaven Boulevard will cause a ton of confusion. That being said, I do like the idea of a Q43 extension to LIJ. However, the big disaster with this will be the first day of operation. The MTA, befitting of its current state, will release an "interactive online map" with the bells and whistles, but no printed publicity. No schedules and no maps, because "everything is online". That's not a damn excuse when you're implementing the biggest changes to the Queens bus network in history. I would also opt to begin all Queens bus services with a set of numbers starting in the 200s, simply to avoid confusion upon implementation.
  12. A lot of that increased traffic congestion is due to recent efforts to improve pedestrian safety through the reduction of speed limits and removal of traffic light synchronization along Hempstead Turnpike, similar to Vision Zero's negative impact on buses in New York City.
  13. Never thought I would see the day that NICE became slightly more competent than the MTA at something (not that there's a high bar).
  14. Anyone here wanting to take bets as to what gets to live and what gets to die, especially since these could be worse than 2010?
  15. Printed publicity, in this day and age, is something that still needs to be taken seriously - even if the Internet has reduced how often people use it. By making customers wholly reliant on real-time tracking (knowing the MTA, they'll probably stop creating full PDF timetables for each bus route once the new site is fully up and running), the agency is no longer beholden to any set schedule - the only guideline for service the customer would be aware of would be the frequency charts listed on the back of the bus maps. Of course, that's only for Luddites, so the MTA thinks - everything is online, as everyone has (and loves!) to use their cellphones, even when they are sleeping. Who cares if the bus is 15 minutes late - whoops, it cannot be late any longer, for there is no longer any fixed schedule! Also, notice how little money this saves the MTA. Many transit agencies (more often abroad - in particular, this was the case when I went to Germany in May) are able to cover the costs of printed publicity by including advertisements and/or charging a nominal fee for the publication. Notice how many Guide-a-Ride cases have empty panels with nothing at all? Why not use that as ad space to cover the costs?
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