checkmatechamp13

Yup, this is exactly what I wanted, thanks! Can you find the old #75 (Butler - Newark route)? I keep getting into the habit of using the Doug & Adrienne maps, which aren't always the most current, but yes you're right the current #94 runs down Chestnut with the #113S And good looking with the #884 and #980 info.

Proper fare capping...it should be that certain amount of fares paid during a rolling 7 day timeframe, not just Monday - Sunday or whatever timeframe they said. The other big thing is they should allow you to pay with commuter benefits.

I mean they have monthly commuter rail passes that are over $400...I don't see how a (let's say) $240 express bus pass is any different, other than the fact that it's a bit more susceptible to wear-and-tear.

Does anybody have any information about the old 884 (Somerville - Clinton route) or the old 980 (New Brunswick - Piscataway route)? On a side note, I didn't realize the #111 - #117 routes are based out of Ironbound...that's a bit of a long deadhead from the outer reaches of those routes, though depending on the exact route, much of that deadhead might be along highways. (Even for the #59/65/66, that's a long deadhead for the trips that do it from that end).

Not directly relating to NJT, but relating to Lakeland

The latest draft of the bus redesign has been released, and the rail side has some concepts being floated around that were discussed in May and pending to see which ones will go forward: https://www.septabusrevolution.com/

The latest draft of their plan has been released: https://www.google.com/amp/s/www.boston.com/news/local-news/2022/11/02/proposed-new-mbta-bus-map-changes-routes-redesign/%3famp=1

Information on NewBus BCG is now up (not the actual proposal, but a summary of their findings so far) https://www.njtransit.com/newbus-bcg https://storymaps.arcgis.com/stories/17c10560f822456a9c133e65f360e6a5

Their attitude is unfortunately that the primary focus should be on riders heading to/from Manhattan, so their logic is that a Long Beach Branch train served Lynbrook about 12 minutes prior, and therefore there is no reason for that Babylon Branch train to serve it. (That's why they have those flyers that skip Jamaica, and random stopping patterns that make no sense, though thankfully some of that will be fixed once ESA opens)

December 2022 is when the new schedules take effect. I agree that they should've at least added a couple of reverse-peak trains (considering that they just released a new set of schedules September 6th). It's also a portion of the railroad that's supposed to be more frequent...the gap is due to a previous infrastructure constraint (which no longer exists, since the third track has been completed) of both tracks being used for peak direction service. Except the third track is already complete. That is this month's schedule, but yes once the Main Line is complete, there will be more trains during that timeframe (I count 5 out of Hicksville, which is a train every 12 minutes on average) Exactly. They should also try to space the trains evenly wherever possible (later in the day, there is more even spacing between the Far Rockaway and Long Beach Branch) And are all those peak direction trains that they insist on running jam-packed either? Reverse-peak service often costs almost nothing to provide since the trains need to head back to the peak direction terminal to start another trip. And this is why they should've at least added some reverse-peak service once the third track opened. They want to hide behind the excuse of "We want public review before the timetables go into effect" (and I wouldn't be surprised if the Port Washington Branch changes were the only giveback, when there were plenty of other comments regarding stopping patterns, diesel service, Brooklyn service, etc), but for something that is pretty much universally considered an improvement (and also relatively minor and probably doesn't trigger the percentage change in service to require a public hearing) they can just go ahead and do it. To my understanding, there are even reverse-peak deadheads (I believe there is a 7:22am that deadheads from Penn Station to Hicksville and I'm sure there's some corresponding PM reverse-peak trains as well).

A brief idea for service in Passaic County (a mix of mine with others' ideas incorporated): Off-peak #748 truncated to Preakness Shopping Center on the western end (buses take Ratzer Road - Valley Road - Hamburg Turnpike). Rush hour trips extended to Pompton Lakes (at least the first two trips that would operate before the #197 reverse-peak service gets up there) On the eastern end, buses end at Broadway Bus Terminal. #198 rerouted to operate via U.S.202 - Ratzer Road - Valley Road - Hamburg Turnpike to William Paterson University. #702/#746 combined into a north-south route from Ridgewood to Passaic via Madison Avenue. North of the Passaic River, half the buses operate via Glen Rock (Maple Avenue) and half via Hawthorne (Lincoln Avenue/Goffle Road). The Passaic - Elmwood Park portion remains as-is. #703 extended to Overlook Avenue/High Mountain Road (northbound on Belmont, southbound on High Mountain) to provide additional coverage in Haledon/North Haledon. #752 extended to Pompton Lakes, with a handful of off-peak and Saturday trips added on the Ridgewood - Pompton Lakes portion.

Now that I think about it, I think it might've said Union Center instead of Union College. BTW, what are your thoughts on removing the #94 from Galloping Hill Road (in the NewBus plan)? Should it be covered by another route (say, the #58 or #113N), remain with the #94, or be discontinued as proposed?

I think the rush hour #752 trips that run down to Oakland should be extended a bit further to Pompton Lakes via Colfax Avenue/West Oakland Avenue. You still have some relatively dense residential areas along Colfax Avenue, and then some commercial activity around Long Hill Road (e.g. ShopRite). It could be done within the existing cycle time in the AM (in the PM, you might have to adjust the schedule a bit). And some off-peak service in that area (e.g. A midday trip on weekdays and say, 3 trips a day on Saturdays like they do in Connecticut) would probably help attract ridership and provide basic coverage in that area.

I was in Bloomfield a few hours ago and saw a #94 pass by that said "Union County College". Did the #94 ever end there? (I know in the redesign plan, the #54 would serve Union County College). Also, I came across a list of all the NJT stations ranked by 2017 ridership. It would be interesting to see how it changed post-COVID: https://patch.com/new-jersey/hoboken/how-many-riders-use-nj-transit-s-hoboken-train-station

I think the simplest thing is to have it run across the Court Street bridge rather than making the whole loop up to NJ-4. If it needs to serve the northern section of Hackensack, it can continue up and end around New Bridge Landing. How exactly would an 83X work out? Would it take Tonnelle Avenue and then rejoin the regular route in North Bergen?

A couple of articles I came across relating to NJT and Coach USA: https://www.northjersey.com/story/news/transportation/2022/10/12/nyc-migrants-crisis-nj-buses-companies-eric-adams/69558788007/ https://www.northjersey.com/story/news/transportation/2022/10/26/nj-transit-hudson-county-bus-lines-stops-schedule/69569773007/

I've had more issues with turnstiles taking my ride and not letting me through. It's like the MTA is trying to passive-aggressively force everyone to use OMNY (even though it's still in its rollout phase and doesn't include commuter benefits, senior benefits, etc)

It's not a super-direct route. On the highway takes about 40 minutes, but on local streets with traffic lights and lower speed limits through the towns, and some diversions in Florence, Willingboro, Burlington, and Pennsauken, it takes around 2 hours even at night.

@B35 via Church To clarify, I definitely wouldn't have any NYC-bound routes running closed-door. (Actually, one of the purposes of my #109 is to provide a connection from University Hospital to Newark Broad Street, so that the #96 can run down 1st/Bergen, the #99 can run down Clifton/Norfolk/Irvine Turner) My thinking is more along the lines of "a region with the size/density of Newark should have around 3-4 direct routes to NYC the same way a region the size of SE Brooklyn should have multiple express routes serving it). Also for the purposes of discussion, I'm including the DeCamp #44 as a Newark route (so the #107, extended/restructured #108, and the #44 would meet the minimum requirement in my eyes, given how they are spaced geographically, but I think a fourth route would be useful if we could figure out a precise route) Regarding Harrison Avenue, that is mainly for the purpose of having a direct connection to Midtown from that section of Harrison. (I know it has a lot of industrial areas, but it also has some residential developments). But I suppose advocating for more DeCamp #99 service (and eventual NJT takeover of them) would be more beneficial.

I don't know how anyone can underestimate the #107 as a Newark route...I mean even Ivy Hill is in Newark for crying out loud That being said, saying that the extensiveness of the local bus system in Newark is a reason that direct NYC-bound service should be minimized would be akin to saying that the extensiveness of the local bus system in southern Brooklyn is a reason to eliminate the BM routes (or let's say, leave it with just the BM1/2). I will say that the current #108 doesn't do much in terms of expanding the walkshed of areas with a one-seat ride to NYC (Considering most of the areas of Newark that it serves are within walking distance of either Newark Broad or Newark Penn). It's obviously important for the connection to Union City, but as far as the connection to NYC, yeah, it's really an afterthought (And now that I think about it, even from Newark Broad Street, it's not quite as critical, since there are trains that go to Hoboken, where one could catch a bus or light rail to Union City and points north). So restructuring that and sending it to the Central Ward I can get on board with.

https://njtransit.com/service-advisory/1540241 So effective November 7th, the #67B will be eliminated and certain #319 trips will travel via Dorado Park & Ride to make up for it.

Sure, here's the 108 and 109

I'm thinking of how to provide better NYC-bound coverage from the Central Ward, and I think the solution is to split the #108 into two routes: #108 - Starts at South 10th Street & Springfield Avenue, then runs via South 10th Street - 12th Avenue - Norfolk Street - 7th Avenue - State Street - Broad Street - Bridge Street - Harrison Avenue, and then continue to Union City and NYC #109 - Starts at Clinton Avenue & South 20th Street, then runs via Clinton Avenue - MLK Blvd - Raymond Blvd - Market Street - Ferry Street, and then continues to Union City & NYC Also, modifying my above plan, I'd have the #96 run down Roseville Avenue - Park Avenue - 1st Street into Bergen Street to provide a bit more coverage in Lower Roseville. For the #97, I think having alternate #41 buses run up to Montclair would be a good replacement for the #97. (And definitely one of the two Montclair-East Orange-Newark routes should run on Sundays).

Is ONE Bus back to its normal schedule? I see this schedule that shows the #44 bus running once an hour for pretty much the whole day (last updated 6/29/20). It's good to see that they made an effort to at least input the data into Google Maps, but they seem to only show the timepoints on the routes rather than the individual stops. On a side note, for anyone who needs to use the Newark Light Rail shuttle buses on the weekend, the buses leave on :15, :35, and :55 from Grove Street, and on :05, :25, and :45 from Newark Penn. Buses take Raymond Blvd - Lock Street - New Street - Norfolk Street - Orange Street - First Street - Park Avenue - Lake Street - Bloomfield Avenue - North 6th Street - Franklin Avenue - Ropes Place - North 5th Street - Franklin Avenue - Franklin Street - Watsessing Avenue - Grove Street (basically, the closest local streets to the light rail, including the loop at the Branch Brook Park station). Last bus is 12:55am from Grove Street and 1:25am from Newark Penn Station.

It would be nice if they put it in the service advisories that the Newark light rail was being replaced by shuttle buses (the only advisory shown is for RiverLine) If I didn't see those shuttle buses in-person I wouldn't have even realized the light rail was shutdown. (It would be nice if they at lesst put the schedule and ideally had them trackable like the rest of the bus routes)