checkmatechamp13

@B35 via Church What are your thoughts on extending your proposed Hamilton Park #123 branch to Newport Mall (and running the resultant branch full-time)? And then turn the #86 into an Exchange Place - Union City route. @BM5 via Woodhaven Yeah I would definitely agree with testing out a #119X (with the way you have it set up, it could also potentially take the Holland Tunnel if there were issues at the Lincoln Tunnel).

So I found out there's a free shuttle to the Hopewell campus from the Stuyvesant-Prospect neighborhood: https://www.hopewelltwp.org/DocumentCenter/View/11739/TIPSMART-Guide-Mercer-Hospital-Listing-3323 I guess that's an alternative to taking the #608 to the last stop and walking along the highway, but it should be better-publicized, and in any case, the #608 should be extended there anyway (connections to/from the West Trenton SEPTA station, and to areas along State Street, not to mention the direct connection to the Trenton Transit Center).

https://new.mta.info/press-release/mta-announces-five-open-houses-gather-feedback-proposed-queens-bus-network-redesign

It's a residential neighborhood. It should have service anyway. Plus it makes dispatching easier (if a bus is running late and the follower is catching up, you don't have to worry about if the late bus is ferry-bound or not)

I wish they would just have all the Bx27 trips run to the ferry but I suppose it's a step in the right direction. I suppose the M20 express trips are to avoid traveling in the right lane due to Holland Tunnel congestion.

Ugh...the southbound #709 was a no-show, and the next (and last) one is over an hour later...some folks in Passaic decided to grab an Uber taxi....talk about money walking for NJT...

Oklahoma City recently added a BRT route. (I also saw that up until around 2018 or so, they had no Sunday service, so good that they finally added that) Here is the study for their 2023 redesign.

Fairfield Metro is being renamed to Fairfield - Black Rock to reduce confusion among travelers in the area: https://portal.ct.gov/dot/ctdot-press-releases/2024/renaming-of-the-fairfield-metro-station-to-fairfield-black-rock-station

Would be nice if they actually posted the PDF schedules so we could see the actual changes. I'm particularly interested in the old DeCamp routes (the 102 has been seeing service added several times since it's been taken over...hopefully at some point they wisen up and start adding some off-peak service, or at least extending the peak span)

Meant to say 31 zones to Atlantic City, 18 zones to Toms River. @553 Bridgeton Is there a different promotional fare for Newark vs. NYC or are they both the same price? I remember years ago, it was slightly cheaper for Newark vs. NYC. On a side note they really need a full-time east-west route in that part of NJ (similar to the 317). Maybe an extension of the 836 to Trenton or something along those lines. I know it would be a long route, but especially for those not near rail lines (where you can transfer at Rahway) it would make travel through that area significantly easier.

I don't see any new schedules yet...I guess we have to wait a few days until they publish the new PDFs (they will publish both at the same time and list one as "Upcoming"

Toms River is 31 zones from NYC, Toms River is 18 zones from NYC. Not sure how many ones Six Flags is from NYC.

As far as I'm aware, they're still trying to figure out the implementation plan regarding routes on the border (whether they should be done with the Brooklyn routes vs. Queens routes, or be sort of a mid-phase in between the two).

Service Notice: Beginning Monday March 18th, the Long Island MacArthur Airport stop on Route 6 will relocate 500 feet east of its current location, to the Airport's Ground Transportation Center.

@B35 via Church @BM5 via Woodhaven FWIW, when I took my second trip out there on a Sunday, the northern section of the 6 actually did better than the southern section (basically, there were about 7-8 people leaving Patchogue, who slowly trickled off down the line, and then 5-6 people got on at two stops along Wheeler Road in Central Islip, and another 7-8 people at various stops along Jericho Turnpike). Not sure how it does on the weekdays when the full connections at Central Islip are in effect (on weekends and evenings, half the buses connect at one part of the hour, and the other half connect at the opposite part of the hour).

@B35 via Church Personally, I think the 17 stint north of the LIRR would be better tied into the 5. (So I would have the 5 run from Pilgrim straight to Hauppauge, and then to Central Islip, while the 17 would just run from Central Islip LIRR to Islip LIRR station). To cover the portion north of Hauppauge, I would have the 11 run to Smith Haven. There's no need for 3 routes from Brentwood to Hauppauge (5, 11, 58) and 3 routes from Brentwood to Smith Haven (4, 5, 58), and nothing should be ending in Hauppauge (evening/weekend ridership is basically nonexistent) The connections that the 5 currently makes at Brentwood can be made in either Hauppauge, Central Islip, or Deer Park. The savings from this would be reinvested into an hourly route down Udall Road (basically, a short-turn of the old S27...it could go to Tanger Deer Park or Deer Park LIRR, either one is fine by me) I'd also try my hand at combining the 52A/B with the southern part of the 17, and see if the connections to points east would help draw more ridership from that section of Central Islip.

Buses running later at night was one of the main selling points of the new system. Even if the last bus is empty, it's existence helps boost ridership earlier in the day by assuring passengers that if there's an issue and they have to stay late at work or whatever the case may be, there will still be transportation to get home. (Plus, the buses don't run super-late...you have to get on an LIRR train by 8:30pm or so in order to catch the last round of buses from most of the hubs) The old system had most routes ending before 7pm...that's unacceptable to leave people stranded that early in the evening.

@B35 via Church I think the main question boils down to how I ranked the 17 higher than the 62 and the 52A/B. Basically, it has to do with the length of the route. The 17 is relatively compact all things considered. It has Central Islip south of the LIRR tracks all to itself, and I think it does a decent job of combining the two halves of the old 3C in that area (Boulevard Avenue was a bit more centralized, but Lowell Avenue is still walking distance of the denser parts of Central Islip, and then it swings over towards Carleton Avenue and serves CI Town Centre, NYIT, and the courts, and then connects directly to the 2 on the southern end (albeit untimed). Compare that to the 52A/B, which are longer and less compact (realistically, I think most of the ridership will be Gordon Heights/Coram residents looking to connect with the LIRR at Ronkonkoma or with buses in Central Islip...maybe to a lesser extent some Central Islip passengers looking to go further east or out to say, Port Jefferson...that gets to be somewhat harder since besides the 51, the connecting routes all run hourly and you have to review the schedule closely to see whether the A or B is better for a given connection). For the 62, the sheer length and amount of dead mileage brings down the ranking for me. From another perspective, the 17 is basically a straightened out 3C, whereas the 52A/B is basically a 6A rerouted to Gordon Heights and extended to Central Islip. The 3C was generally more efficient than the 6A and S62, so my thinking is that it generally applies to their restructured counterparts. As for the 55 vs. the 5, I think the meandering route north of the LIRR (in Deer Park but especially north of Brentwood...not to mention the other alternatives between Brentwood & Hauppauge or Brentwood and Smith Haven) really bring efficiency down in that regard. (To put things into perspective, the 5 is about twice as long as the 55, and twice as frequent...I don't think the 5 gets four times the ridership as the 55 to make up for the extra resources needed to operate it).

The S62 short-turns to CSI shouldn't exist in any fashion whatsoever. They are a relic of the old days before the S93 and CSI - St. George shuttle existed. Those resources would be better invested in either more full S62 trips (Travis - St. George), or S93 trips. (Arguably, it should be a branch of the S93 running to Travis in lieu of the S62 but that's a story for a different time) Jewett Avenue should be served by the S57. If it gets extended to St. George via the busway I'm alright with that. For Watchogue Road, the S66 should be rerouted off Jewett and onto Watchogue Road, but instead of turning up Willowbrook Road to Port Richmond, it should continue down to Richmond Avenue, make a left, and then turn right at the next light (Goethals Road North). It should take Goethals Road North to South Avenue. Eastbound buses should take Fahy Avenue/Lamberts Lane back to Richmond Avenue, and then follow the same route in reverse. Possible other terminals would be the Amazon warehouse, and some school trippers to that school at the Teleport. For Willowbrook Road and Decker Avenue (especially Decker Avenue) those are within walking distance of other routes, but if you wanted to further restructure the network in that area, you could run the S44/94 to CSI via Willowbrook Road and Woolley Avenue (thus providing a direct connection to the North Shore from within the campus). The S59 would be rerouted up Morningstar Road and Walker Street, and the S89 would become a full-time branch. (Separately, I'd also extend it to Newark Airport via I-78). For the S54, I think it would be better to combine it with the S42 to reach the ferry (buses would take Castleton Avenue to Brighton Avenue to Lafayette Avenue...not sure whether to run it straight down Lafayette or to have it go further up the hill to cover Franklin Street) and on the southern end I'd route it to the SI Mall (via Rockland Avenue, Forest Hill Road, and Richmond Hill Road). Great Kills should be covered by a local route to Bay Ridge (basically the SIM5/6 route, but to Bay Ridge). The S53 should be broken into an S53/83 dynamic (Current S53 routed to terminate by Markham Gardens, and S83 uses Narrows Road similar to the S93). That would make the Brooklyn - Arlington route more manageable. And for the S1, the West Shore Plaza is a dead-end terminal. At least some trips should run down the West Shore Expressway and down Huguenot Avenue, improving north-south connections in that section of the island. And this is why the busway routes need to be evaluated in the context of an overall Staten Island local bus redesign. (Of course, there's other aspects of the local network and gaps in service that don't tie into the North Shore Busway, and those changes mentioned above should at least have their non-busway aspects implemented)

What serves Grymes Hill in your proposal? That would literally make the Staten Island local network the forgotten section of the city bus network... Staten Island local will be the last section of the redesign (after Queens & Brooklyn will be Manhattan), but it will be done. But yes, you're right that practically speaking they should be basing their busway routes off a revised/redesigned local network, not the existing one.

Was there an incident on the train at that time?

It seems like a transit forum for folks in Lima (or at least an 800+ page thread in a forum about transit in Lima). This is discussing their longest routes. A lot of them end up being 20+ miles long due to the minimal rail network present (and many corridors pretty much see a continuous stream of buses to various destinations...within those corridors, some routes in particular are very frequent...for example, going up and down the Pan-American Highway within the city limits is extremely easy). https://www.forosperu.net/temas/cual-es-la-empresa-de-transporte-con-el-recorrido-mas-largo-en-lima.292812/

Opened January 13th. Shuttle service only to/from the Transfer Station: https://www.tri-rail.com/pages/view/downtown-miami-link

Two new major transit developments: The line has opened from Via Evitamiento to El Mercado Santa Anita. This section is free for the first 3 months of operations (until March 21st). The full line is planned to operate from Ate on the eastern end all the way into Callao on the western end, with a branch to the airport: https://metrolima.net/linea-2/ The stations have platform screen doors and the trains are open-gangway. On the northern end of the city, four new stations opened in the Comas District: https://elcomercio.pe/respuestas/cuando/metropolitano-en-comas-2023-cuando-iniciara-el-funcionamiento-las-4-estaciones-de-la-ampliacion-esto-dijo-la-atu-ampliacion-norte-del-metropolitano-tdpe-noticia/ https://larepublica.pe/sociedad/2023/12/17/metropolitano-cual-sera-el-precio-del-pasaje-tras-la-inauguracion-del-tramo-norte-1130585

Tracking is now available: https://gisapps.suffolkcountyny.gov/sctransit/