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Via Garibaldi 8

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Everything posted by Via Garibaldi 8

  1. Might've been called back to the terminal....
  2. It's a MESS... Was just posted in my group...
  3. Yes... The M66 sees good usage... Hunter College, Lincoln Center... The hospitals on the East Side...
  4. Heh you'd be surprised. Castleton Depot is a real piece of work...
  5. I have had some HORRIBLE experiences with the ... Likely one reason the is so packed because the is so unreliable.
  6. What else is new with him... lol @Harry To answer your question, this protest was planned, and in my advocacy group, we posted that it would happen hours in advance. The had to know that it was happening. That said, neither the City, nor the was prepared. The solution was simple. Re-route the via 5th Avenue buses down Lex that could be. Others re-route them down 7th, which they did do eventually but not for a long while. Then they also did not alert customers about ConEd work happening on Madison. They re-routed the Madison Avenue buses up 3rd but no one knew outside of my group. That also was a notice we posted earlier in the day.
  7. Buy an umbrella and take a bus or an Uber....
  8. As we posted in our group this morning: DETOURS & XBUS ISSUES: We have two Eric Garner protests, and possible protests due to political unrest in Puerto Rico. -Eric Garner protests: One in Foley Square and the other on Staten Island. Both should be contained and not affect express bus service. -The Puerto Rico protests... Unclear where they will take place, but if we hear more we will post, as some are planned for today as well. -Also, if your express bus is on detour it will NOT appear on BusTime or your tracker while on detour. Very important that you check here for updates. -Any express bus without AC, please report that too. One bus reported here yesterday should now be pulled from service. Bus#2409....
  9. I'm sure he did... That said, even if it isn't a problem in my neighborhood, it is DEFINITELY a problem in the general area. Down the hill at 231st and Broadway is where it happens regularly.
  10. I don't think it's become that bad... Yet... What I have seen (and continue to see) is when there is farebeating in my neighborhood, it's usually school kids that likely are playing hooky trying to get back home wherever they live without paying. Several weeks ago, I was waiting for the express bus. Bx10 rolls up to the stop. Young high schooler gets on and tries to give some story. Driver wouldn't let him go. He got off and waited for the next bus. Not sure what happened, as my express bus came by the time another Bx10 came into the stop.
  11. Years ago the approached the North Shore Towers and asked them if they wanted service directly into the complex since it is private. They responded by having the QM6 come in to serve buildings 3, 2, and 1 (there is a QM6 stop for each building), but not the Q46, and it has remained that way today. I approached them a few months ago about a meeting there and I just have to arrange it, but I wanted to see what sort of express bus service they wanted. They do want Downtown service for sure.
  12. This actually kind of happens with the QM6 because only the QM6 is allowed into the North Shore Towers complex. They don't allow the Q46 in there, as they want it keep a more upscale feel for the co-op residents. However, plenty of workers work there and I have seen them on the QM6 when we leave the North Shore Towers. I believe they get off and transfer somewhere along Union Turnpike eventually, but they do pay $6.75.
  13. The beep sounds the same. The click noise I recall is the driver resetting the farebox to take another Metrocard.
  14. No, the beeping is more or less the same, hence the problem with the guy that was pulled off earlier today. The card had an error when it was dipped. Beeping noise made similar to the one that is made when the Metrocard is empty, which is what the undercover inspector went off of. The passenger had money on their card and didn't realize that it didn't go through and went and sat down. That then prompted the inspector to pull them off of the bus, believing that they were purposely trying to not pay. After dipping the card on another express bus to see if the Metrocard worked and verify the passengers' account, the farebox showed a transfer was taken (you get a transfer in between express buses via Metrocard only), so then it became clear that the farebox had a problem showing that the fare had been deducted on the first bus. Nevertheless, the inspector had already wrote the summons, so now this person has to go and try to get it tossed. Farebeating isn't a huge problem on express buses overall, but it can be a problem on Staten Island express buses because there are so few places to refill on the island. If the stores are out of Metrocards (happens often), and you can't get anywhere to refill or the places you can get to have their Metrocard machines broken (happens A LOT at the Eltingville Transit Center - people drive there to find out all of the machines are broken), that doesn't leave many options. There is OMNY now, but prior to that the machines didn't take coins either. The other issue is OMNY may or not be working on that bus so that doesn't leave you with many options. If no one is willing to dip for you or you don't have cash on you or another Metrocard, not much else you can do. The argument that the has always made was that enforcing farebeating wasn't worth it, but now they are losing so much money that it is really hurting them. They DO depend on fares for a portion of their revenue and they do analyze those things quarterly. They have to make projections about their finances to create budgets for the future and if they keep having projections of losses well they have to find that money elsewhere, as they are LEGALLY required BY LAW to have a balanced budget. That's why this becomes an even bigger problem. If they have to borrow more and more money just to operate, it becomes more and more expensive, hence the need for the fare hikes and the like. That's the problem though. The technology is not set up to pay the difference with another Metrocard (another example of how outdated the Metrocard is). If you dip a card that is short, before you would pay the difference in coins. Now that the fareboes no longer take coins on express buses, you can't do that, which means that the farebox will take off another $6.75, even if you are say $0.05 cents short. It can't just take off the difference.
  15. The MetroCard is outdated technology. I don't think anyone realizes that it came out in the 20th century. We're in the 21st century now and there are severe limitations with what can be done with that system, and the knows this. Look at how long it took them to come up with a way to refill your MetroCard and add more than one pass on it. With the newer systems, yes you have portable scanners. When I buy Metro-North tickets on my phone or iPad, the conductors often times have scanners with them to scan the e-tickets. With the express bus, you would have to dip again more than likely in order for the card to be read and I have never seen any sort of portable scanners for that. What they do is they have undercover inspectors on the express buses listening to the sound that the farebox makes. A read error will beep with the same beep as you not having any money on your Metrocard, so the inspector already knows that for whatever reason you did not pay. The problem is it's easy for them to just assume that the beep is due to non-payment, even if it's really a read error which is just that... A read error... I have had that happen to me only to have the card go through after several dips. SBS is easy because you usually get a receipt, which is what they go by, but that's a visual inspection, with no portable scanners used. At this point in the game, they likely feel that it would be a waste anyway, even if they could. Every conference call or meeting I have with them usually has some sort of mention about how they are "broke" and can't do this and that. lol Aside from that, they want to promote OMNY, which is a huge financial investment. When I spoke with them in my first meeting about OMNY, even then they admitted that they were basically figuring out everything as they go along. At that time they were looking at security, reliability and how open the system could be in terms of its flexibility to be customized to their needs. Now what they are doing is working in stages and testing the system offline before moving to make the next phase go live. Clearly some issues still to be resolved given how unreliable OMNY has been with broken scanners or scanners completely offline. The only good thing about the MetroCard is that it has lasted this long, but otherwise it needs to go.
  16. They were pulling people off of the express buses this morning as well, some who had Metrocard problems and giving them a summons. That I don’t agree with. A malfunctioning Metrocard is not farebeating.
  17. On Staten Island... Express and local buses...
  18. has been cracking down on drivers going different ways, but this varies by depot. Not that simple. As I stated, the DOT was not wild about the idea. Additionally, the official routing is still 59th and unless dispatch gives the ok and or the planners finish the change, then it’s 59th for now. Ultimately I have to follow up on this and see what the status is because I honestly thought that with the change on BusTime it was a done deal, but there was a similar issue with the SIM33 routing some months ago. It took MONTHS to fix that mess and between BusTime and dispatch and the planners, nothing is 1, 2, 3. I have a number of requests out so I am tied up with other things at the moment and need to follow up with my contact. Also need another conference call, but with the DOT. We have only been corresponding via e-mail and I need an update on bus stop and bus shelter requests among other things.
  19. We talked about 59th Street being a parking lot. In the last meeting I had with the DOT and the , I advocated strongly that both the and the DOT work together to come up with a solution to the mess along that corridor. My stance was there’s a bus lane on 57th Street, so the current express buses using 59th can use that. One of the senior planners from the stated that they wanted to keep those routes as straight as possible going into Queens, hence them using 59th Street. I argued essentially that the DOT should either come up with a traffic mitigation plan for 59th Street (I didn’t specify what because I know that they would likely need to do an EIS and that could take a while - usually a year in most cases), but come up with something. One of the DOT reps stated that they don’t want so many buses on 57th either, so my stance is that they still need to do something. It seems as if the plan is at some point to move those buses back to 57th at least from 6th to Madison, then have them turn on Madison and come to 59th like that (they were doing that already during the holidays last year as I had made that recommendation to dispatch in my review of the express bus network back in October 2018). In addition to changing the routing on BusTime, they have also updated the QM20 routing with that as well for the Summer 2019 schedules. (See link: https://new.mta.info/sites/default/files/2019-06/qm020cur.pdf) What I’m awaiting word on is if or when that route will become official. I had someone I speak with on the inside confirm that 59th is still the official routing and I would have to likely speak with planning again about this further, which I plan to do given their promise to address this in our meeting. I basically told them that we were aware of the litany of complaints from passengers about buses being stuck along 59th and that they had to be too and that they had to address that. They have tried to in the past trying different routings in Queens, but nothing has worked so far.
  20. TRANSIT Vision Zero failing as New Yorkers turn to cars over mass transit Bicyclists navigate past vehicles in the bike lane, turning cars, delivery trucks and pedestrians as they ride north on Sixth Avenue in midtown on July 3. Photo Credit: Charles Eckert By Vincent Baronevin.barone@amny.com @vinbaroneUpdated July 9, 2019 8:31 AM Amid a surge in cyclist fatalities and climbing traffic injuries, some believe the city is failing to grapple with a fundamental threat to street safety: more people choosing cars over mass transit to get around. Under Mayor Bill de Blasio’s Vision Zero safety initiative, the city has pledged to eliminate all traffic-related deaths by 2024, but 2019 poses a significant challenge to an already ambitious goal. There have been 15 cyclist fatalities so far this year compared with 10 recorded in all of last year. Overall traffic deaths are also on pace to rise this year, with 96 fatalities on city streets through June, compared with 83 at the same point last year, a 15.7 percent jump. And traffic injuries have climbed since 2014 — increasing from 51,057 injuries that year to 60,800 last year — even while deaths had declined to historic lows in 2018. A cyclist navigates around an open car door in the Sixth Avenue bike lane in midtown on July 3. Photo Credit: Charles Eckert Jon Orcutt, the spokesman at Bike New York and former policy director at the city’s Department of Transportation, believes those figures are particularly worrisome to cyclists, for whom “six inches could be the difference between brushing yourself off or getting killed” in a crash. The city, he said, has failed to adequately address the impact more vehicular traffic can have on safety. Orcutt believes there must be a more urgent push to redesign streets with features like protected bicycle lanes and added pedestrian space. “City street redesign efforts need to increase in pace. We think they’re good and we’re very supportive of what the city does each year on the streets,” he said. “But I don’t think there’s been a recognition that the return to transportation growth led by cars has a big safety implication that needs to be matched by the city’s efforts.” As commuters began fleeing poor bus and subway service, opting to bike or to take one of the soaring numbers of e-hail vehicles from services like Uber and Lyft to get around, weekday traffic volumes in the city have grown from 4.371 million vehicle trips in 2014 to 4.441 million vehicle trips in 2016, according to the most recent city data. Since 2010, the city’s per capita car ownership has increased as private vehicle registrations have climbed. Meanwhile, the number of licensed vehicles under the Taxi & Limousine Commission has ballooned by almost 52 percent since 2015, fueled by the rapid growth of Uber and Lyft. During that growth at the TLC, its drivers’ traffic injury rate worsened. TLC vehicles were involved in 6,629 crashes that caused injuries in 2015, compared with 10,600 of those crashes last year, a 59 percent increase, according to city data. Cars have a direct role in causing cyclist collisions: getting struck by an opening car door, known simply as “getting doored,” is the leading cause of bicycle injuries, according a recent tweet from the DOT. The city did not elaborate on those figures when asked for comment. Bicyclists ride in a protected bike lane on 6th Avenue next to Herald Square, Manhattan, Wednesday, July 3, 2019. The NYPD is ramping up enforcement on dangerous driving conditions, such as parking in bike lanes, as cycling injuries increased 9.2 percent in the first five months of the year. Photo Credit: Charles Eckert Even though cyclists were statistically less likely to be injured in 2017 than a decade earlier, cycling injuries are also climbing this year. Riders have been rattled by the deaths in the news — three cyclists were killed in a recent seven-day window — or their own harrowing experiences. Cyclists are planning a “mass die-in” on Tuesday evening in Washington Square Park to protest the recent deaths. “I don't always feel safe, but I try to push the fear down,” said Sage Bartow, 30, of Greenpoint, who said she recently started biking again in January after being severely injured in a crash with a truck two-and-a-half years ago. De Blasio’s administration has touted its work to install new bike infrastructure to accommodate and encourage more cycling. There are 1,240 miles of bike lanes across 6,000 miles of city streets. But many have lost faith in the city and its traffic enforcement's ability to keep those lanes free of illegally stopped or parked vehicles. “The city has been making more bike lanes, but a lot of times they're not doing it well — they'll cross traffic in dangerous places, there's constantly construction or cars parked in them,” said Greg Granaghan, 30, of Williamsburg, who frequently bikes across the Williamsburg Bridge into the Lower East Side. “Then you create this dynamic where you have bike lanes but they're not safe and people have to bike in the street.” Following the recent string of deaths, de Blasio announced the development of a new “cyclist safety plan” and a three-week Police Department ticketing blitz, which was widely mocked for instructing police to crack down on laws they already should have been enforcing, like speeding, failure to yield and red-light-running. “Are we saying that they weren’t enforcing the laws at [their] bare minimum before the 15 deaths? Are we saying it takes 15 people to die before we simply ask people to do their job?” asked Brooklyn Councilman Antonio Reynoso at a recent vigil for a fallen cyclist. When asked about the increasing injuries on city streets and the growing number of TLC vehicle injuries, the de Blasio administration said that more than 120,000 TLC-licensed drivers have undergone required Vision Zero training that teaches how to share the road with cyclists and pedestrians. The TLC is also developing a new license renewal course that will include Vision Zero curriculum, according to the administration. A DOT representative pointed to a different data point, “serious injuries,” which isolate traffic incidents that cause broken bones, severe lacerations and other harm beyond minor bruising or cuts. Those more critical injuries have dropped under de Blasio. “DOT’s Vision Zero work is guided largely by data — making street improvements where we see the most fatalities and serious injuries,” the representative said in a statement. “We have seen not only fatalities decline over the years, but serious injuries as well going from over 3,700 in 2013 to approximately 3,000 in 2017. We continue to redouble our Vision Zero efforts to engineer safer streets and add more bike lanes to our growing network.” Aaron Naparstek, the founder of Streetsblog and a host on the urbanist podcast “The War on Cars,” felt that education, enforcement and even new bike lanes were not enough. “Right now dangerous drivers can operate with impunity and they know that and that needs to change. That’s the fundamental thing,” Naparstek said. “We’ve been paying a lot of attention to street design. To me street design is like giving kids bulletproof backpacks as a response to school shootings. What we need to focus on is the weapons and the people wielding the weapons: motor vehicles and habitually dangerous drivers.” Naparstek said the city needs to better utilize parking policy to discourage driving and car ownership and to look at new ways to use data to target drivers with the worst records. The City Council’s bill package, called the Reckless Driver Accountability Act and sponsored by Brooklyn Councilman Brad Lander, would be a first step in that direction, according to Naparstek. Under the act, car owners who receive four traffic camera violations within a year would be sent a warning notice and offered the opportunity to enroll in a Driver Accountability Course. A driver who racks up a fifth violation in a year would be required to enroll in the course within 10 days of receiving a notice from the city. If the driver does not enroll in that time, their vehicle would be subject to impoundment. The act has lingered in the Council’s Transportation Committee since being introduced last year. “A whole new set of solutions need to be developed,” Naparstek said. “We all need to start to orient Vision Zero more toward: how do we start to identify habitually dangerous drivers and reach out to them in a way that changes their behavior — I don’t even think this is punitive or carceral or enforcement-oriented. This is an issue of transportation management.” With Allegra Hobbs ------------------------------------------------------- Citywide weekday traffic volumes 2014: 4.371 million vehicle trips 2015: 4.406 million vehicle trips 2016: 4.441 million vehicle trips Taxi & Limousine Commission licensed vehicles 2015: 89,686 2018: 135,993 New York City vehicle registration 2014: 2.057 million 2015: 2.107 million 2016: 2.162 million 2017: 2.189 million Taxi & Limousine Commission crashes involving injuries 2015: 6,629 2016: 8,099 2017: 9,218 2018: 10,600 New York City traffic deaths 2015: 234 2016: 231 2017: 223 2018: 203 New York City traffic injuries 2015: 53,181 2016: 59,432 2017: 59,212 2018: 60,800 Source: https://www.amny.com/transit/vision-zero-nyc-1.33600035?fbclid=IwAR3e2Ya67iYpw9EaJDsZSeozJboWYaMRVc9I5i63vLNb81RLHK_EcvlCckE#user=5abbd25152ba1e3d82558b80&utm_source=newsletter&utm_medium=email&utm_campaign=Top-Headlines
  21. Annoying either way. I wrote to one of my contacts last night inquiring about it.
  22. Exactly... Grabbing the headlines but not delivering...
  23. I agree with checkmatechamp. It isn't just just about the ferry connection. Forest Avenue is commercial corridor.
  24. Latest updates: -We have started our "Fair Fares" petition for express bus riders petitioning the following: -Reinstating our monthly express bus -Reinstating the senior discount on express buses -Reinstating the student discount on express buses that existed on MTA Bus express buses https://www.gopetition.com/petitions/fair-fares-for-express-bus-riders.html?fbclid=IwAR1UqPQlo24cTvsY68twuGxLQxCIjjg_U-NKpXu101htg0ym7AWfYceN4f8 Additionally, we are requesting that the commit to a vendor for the new express buses, as well as the 2020 timeline they provided previously. Our express buses are falling apart, and we need new ones ASAP! -Continuing dialogue with Senator Biaggi's office regarding the Bronx express bus redesign. We have a number of elected officials now stating that they will be pushing back on some of these proposed changes. Below is an example: -We continue to monitor service and plan to follow up with the DOT regarding our bus stop and bus shelter requests.

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