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checkmatechamp13 last won the day on April 24

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About checkmatechamp13

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  1. If the data from RideSchedules.com is accurate, the off-peak service will be absolutely ridiculous. Check out my blog post for more information: http://checkmatechamp1.blogspot.com/2018/07/spans-and-frequencies-of-sim-routes.html
  2. checkmatechamp13

    2017 Subway Ridership

    The catchment area around the station is low-density (cemetery, industrial areas, etc) so you mostly have people coming off buses, plus the people who live within a few blocks west of the station. Also like you said, people transferring don't count.
  3. checkmatechamp13

    New Yorker: Can Andy Byford Save the Subways?

    Also, higher OTP ==> more ridership ==> more justification for more runs (or more hours per run). I know there's issues with capacity and subway car shortages, but there are still corridors/time frames where more service could be added.
  4. checkmatechamp13

    BUS - Random Thoughts Thread

    Let's be realistic: With any change, you're mostly going to be hearing from the people who would get screwed over. There's people in Tottenville who will have a Downtown route during rush hour, and weekend service, and people along Watchogue Road who will be receiving off-peak service, but if they're happy, they're going to think "What's the point in speaking? I got what I wanted" The difference between 34th Street & 42nd Street is 8 blocks or one single subway stop, not a huge deal. Either way, they wanted to consolidate everything onto one crosstown street and so they picked 42nd Street. With 34th Street, you have access to Penn Station. With 42nd Street, you have access to the PABT and the train to head to Long Island City. I can see what their logic is behind consolidating everything onto one street (that way, you have all your options available should there be a delay on your primary route. There's plenty of people who just want to take the first bus available that runs down the West Shore Expressway to Arthur Kill Road. Everything running on 5th Avenue is because it's more central within Midtown Manhattan. I used to have a tutoring gig in Midland Beach, and my preferred option would've been to catch the train from Harlem down to Herald Square and walk a block over to 42nd Street to catch a bus to Father Capodanno Blvd. Unfortunately, the FDR buses ran along Lexington Avenue, so I had to stay on until Broadway/Lafayette and take the X7 over there (which I found to be more reliable than the X1/3/4 at Broadway & Park Place because the approach to the Brooklyn-Battery Tunnel was less congested). In any case, for those along the East Side, they can transfer to the subway (whether it's the Lexington Avenue Line, or a crosstown line like the or ) And officially, this isn't a service cut (the budget is actually increasing by $1 million annually to run the SIM2 off-peak). Other than that, it's cost-neutral. If somebody's walking from 1st to 5th, that's their choice. The M15 is available on 2nd Avenue (as is the M34A south of 34th Street), and there's an express bus stop at 23rd & 2nd (also, if they're far enough south, they might be able to just walk over to 23rd Street directly). As for BabieBoyBlew, that guy is an idiot who just wants to be heard (I've seen him at the open houses). Heading eastbound, the 2nd Avenue stop is between 2nd & 3rd Avenue, so it makes no sense to jump on the M23 for one stop just to end up having to cross 3rd Avenue again to catch the local bus. He can get off at 2nd and just walk to 3rd for the M101/102/103. Or he can get off at Park for the train (which is still a block closer than Madison), or he can stay on until 6th & 42nd, and take the train to Grand Central (I do that on the X30. The Bryant Park station is between 5th & 6th, and then there's an exit at 42nd & 3rd at Grand Central). I agree with the people along Hylan that the MTA did mess up on that portion of the route (right now, the routes that cover the northern part of Hylan start at New Dorp, and the ones that start at the ETC take the quicker route via Father Capodanno. Now they took the inefficiency on the Manhattan end and put it on the Staten Island end by running more service south of Tysens compared to north of Midland, and they got rid of Father Capodanno-Church/Broadway access) For me, the main issue is with the off-peak service. I think they should've gone with the original plan, and ran the off-peak routes to Downtown (with maybe 1 or 2 Midtown-only routes), and used the resources to provide more off-peak express coverage on the Staten Island end (e.g. Rossville, Mariners Harbor, South Beach/Midland Beach, etc). I agree. The South Shore is definitely better off than they are now. The big thing is I think they should've taken the opportunity to add another Downtown route or two (ideally, I'd have one running the length of Arden, one down the length of Huguenot, and one down Bloomingdale/Amboy. Since they have the SIM2 covering both Arden & Huguenot, they should still have the one via Bloomingdale/Amboy). They definitely messed up on Hylan Blvd. As for the North Shore, it seems to me like they want most Midtown riders on the SIM3. The thing that a lot of people don't realize, is that while Forest Avenue may be the central artery for the North Shore in general (the S48/98 is the busiest route heading to St. George, and the most efficient route on Staten Island), it's not the most central corridor for express bus service. Express bus usage is sparse north of Forest Avenue (if it weren't for Castleton being located where it is, I'd be inclined to say the MTA wouldn't run any express service to Port Richmond at all). Most North Shore express bus riders are between Forest Avenue and the SIE. Once you head south of the SIE, you start heading towards the Greenbelt, and north of Forest, the areas are more working-class, and the time savings from the express bus (compared to the local bus to the ferry) are less. As for the SIM30B, that's just them being cheap. They don't want to pull express bus service from the West Brighton/Randall Manor/Silver Lake area entirely. From a ridership perspective, they would probably be better off starting the SIM30 at say, Broadway (and head west towards Mariners Harbor and the Goethals Bridge), and then having a separate Midtown route from Sunnyside to Midtown via Rosebank. But since they want to maintain the coverage in the Silver Lake/Randall Manor area, they have to deadhead the buses from somewhere, and whether they're coming from Meredith, or deadheading back from Manhattan, to do a second trip, you have to pass through either Sunnyside or Rosebank regardless of which streets you take, so they figured they might as well add stops and make the SIM30 the main Midtown route for that area. @BM5 via Woodhaven suggested an idea like that. I think it could work. From Mariners Harbor, you're quicker off running via NJ. To run all local through the entire island like that (in the direction of rush hour traffic) would take forever. At least the X30 generally runs opposite the direction of rush hour traffic (it's heading west in the morning and east in the afternoon). For all that, they might as well keep the X42 (or have a SIM3 branch to Mariners Harbor or something), which at least uses the HOV lane east of Slosson. If you reversed the direction of the SIM30 like that, you'd end up with people in that area piling onto the SIM8 (new X17J) while the SIM30 loses its core ridership.
  5. checkmatechamp13

    Select Bus Service Discussion

    I can't stand when people single out Staten Island local buses as being full of farebeaters. The vast majority of riders on all lines pay, even on the North Shore. Are there a sizable amount of farebeaters? Yes. But to make it seem like there's more farebeaters than people paying their fare (which is what "majority" means) is foolish. On a separate topic, announcing what you're doing is good customer service in general, regardless of who you're dealing with. One thing you learn in customer service is how to diffuse arguments. If a B/O announces in advance "I'm going to be holding here for a few minutes, you can get off if you want to. Sorry for the inconvenience", it shows that the B/O cares about the passenger, and that it's something that's out of the B/O's control. So when somebody hears that, they know that the B/O isn't the root cause of the problem (i.e. Arguing with them isn't going to solve it). Just by saying it in advance, it avoids a lot of potential conflicts (arguments can sometimes turn physical), regardless of who they're with. That being said, the MTA policy should be that B/Os should hold at the timepoints, where possible, because those are usually major stops/transfer points. One thing that used to irk me back in high school was when I would catch an S44 or S59 local, and they would either crawl down Richmond Avenue, or hold at a local stop, and then the S89 would go flying by. I remember on an S93, he just pulled over at some random place on Victory Blvd (I think it was over by Renwick), when if he had just gone up to Clove & Victory and waited there, those of us who needed to transfer to the S53 could've done so).
  6. About 1,060 "nobodys" rode it on an average weekday. I agree with its elimination, but lets not exaggerate.
  7. checkmatechamp13

    2017 Bus Ridership Stats

    When I rode it a few years ago, most of its ridership seemed to come from the Bloomingdale Road corridor (rather than the "original" S55 portion along Annadale Road, which was usually empty) In any case, I think the big problem with the S55/56 is that they're too circuitous and don't serve the higher-density portions of the South Shore efficiently enough. The S55 should run down Arden Avenue instead of straight down Annadale Road (to provide that portion of Arden Heights with a more direct ride to the SIR & Tottenville High School), and the S56 should run straight across Woodrow. To take it one step further, it should be restructured with the S74 so that you have a route down Rossville/Foster/Seguine, and then a route straight across Woodrow, instead of having both routes meander around. (There should also be a route down Huguenot IMO)
  8. checkmatechamp13

    Select Bus Service Discussion

    Except the M34 SBS only has 2 timepoints: The first stop and last stop, and you can get to the last stop early. In any case, the schedule should be written so that B/Os can drive at a reasonable pace and not have to drag the line. If they had a shortage, wouldn't it make sense to have the buses speed up so you can get them back and forth sooner? If he finishes the round-trip 10 minutes sooner, he can get out of the terminal 10 minutes earlier to compensate for the bus shortage. If they get overtime, that's good for them, but there should be some way that it benefits the passengers. In any case, it never makes sense for the bus to drive slowly. If you're trying to avoid getting ahead of schedule (or otherwise "take it easy" because there's a gap forming behind you because of a lack of buses), the right thing to do (or at least, the customer-friendly thing to do) is wait at the stop itself. Make an announcement "We're going to be waiting here for 5 minutes. Thank you for your patience". That way, people who are in a hurry have the option of leaving the bus and walking if their destination is close enough, and you have 5 more minutes to pick up people at that particular stop who would've otherwise missed the bus. Then in between stops, you drive normally.
  9. checkmatechamp13

    S.I. SIM schedules available on the GTFS site

    Shoot, I hope I made a mistake filtering it out through Excel or something. The SIM3 looks like it's going to have horrible off-peak and weekend service.
  10. That makes sense to have one of those routes cover the airport. I mean, one of the things that (perhaps) held #12 ridership back a bit was the fact that the MNRR is quicker between Mount Kisco & White Plains. Sending it to Port Chester would give it a more unique ridership base.
  11. Here's an idea: Restructure the #12 to run from Mount Kisco (or better yet the JVM like it used to) to Port Chester via the airport and SUNY Purchase. I believe one of the White Plains shuttles already runs to the airport, no?
  12. The SIM4 is literally the X17A. The SIM8 covers most of the X17J but the SIM22/23/24 provide quicker alternatives for the South Shore portion of the route. During off-peak hours, the SIM4C covers the X17 north of the Greenridge area (that's technically the neighborhood by the ETC), and the SIM2 covers the Arden Heights portion of the X17. What annoys me is that they don't list the SIM33 as an alternative to the X12, since it covers the Greenwich Village portion (and can also be used as a backup to get Downtown)
  13. checkmatechamp13

    BUS - Random Thoughts Thread

    I'm sure some random person will, but at the end, remember that the signs on the buses still say X1, X4, X5, X21, etc, so unless a person is first learning the network on Monday (which is possible, especially since the summertime is a popular time for moving), the everyday commuters will be able to figure out that it takes effect later in the summer (and for them, it'll be a wake-up call because if they haven't heard the news, they;ll see the new signs and hopefully it will encourage them to look up information about the new routes).
  14. I'll put it this way (and I do see where they're coming from), they say that on the North Shore especially is where they have a lot of Midtown routes that travel via Downtown , compared to the South Shore, where most of the routes run directly to Midtown via NJ (which is another issue, the lack of Downtown service), and on Hylan Blvd where you have the routes that run up the FDR). So it seems like the main route that they're going to be pushing for the North Shore is the SIM3 (which is basically the X42 rerouted to Port Richmond). It'll take Midtown riders from the X10B, X12, and X14 (as well as present-day X42 riders of course), and then there's also the SIM30 & SIM31 available. They did make a note of it that the X12/42 corridor is more centralized in terms of serving North Shore express riders, compared to the X10/11 corridor (if you think about it, there's not many express riders north of Forest Avenue, and then south of Gannon Avenue, you start heading towards the Greenbelt), so the X12/42 corridor is right in the middle. That's why they were looking forward to adding off-peak service to that corridor as well. Of course, as we've agreed, the real issue is the schedules, and it irks me that they haven't even released preliminary spans and frequencies (only "they'll run frequently", and "most routes will run until 7pm"). A more solid answer, like making a table that says (for example) "SIM3: 5am-9am and 3pm-7pm, every 6-10 minutes" would at least give their plan a little more substance.


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