qjtransitmaster Posted March 3, 2013 Author Share #626 Posted March 3, 2013 I still think the 198 should be extended to Pompton Lakes or Ringwood Park and Ride to gain better ridership, especially middays after Willowbrook Mall towards NJ (the core obviously is between Willowbrook and NYC , which I think is a ripoff at $7.50 btw) in which only has about 10 people along its core, which is sad since the 197 towards Pompton Lakes gets about three times the ridership (for obvious reasons) Therefore, the 197 under my plan would no longer operate along Paterson Hamburg Turnpike, the 197 would do that instead, and the 198 would run local from Pompton Lakes to Willowbrook, then to NYC. It would balance out the loads on the 197 and 198. Also the 194 riders could possibly switch to the 197 (which also is a strong off peak bus in terms of ridership, since the route starts getting packed along Pompton and By the time it gets to NYC, its SRO) since it includes a faster ride between intermidiate points on the 194/197 routes. All 197 buses would cater to operate to Warwick, NY instead of short-turning at Pompton Lakes. Opinions? BTW: Just notices the 197 doesn't go to the Orange Correctional Facility. Any reason for that? no demand its a correctional facility so it gets limited service. 197 instead of short turning it should extend to warwick via macopin rd replacing the west milford shuttle eliminating that useless minibus and brining more revenue to NJT 197. 0 Quote Link to comment Share on other sites More sharing options...
qjtransitmaster Posted March 3, 2013 Author Share #627 Posted March 3, 2013 314 and 391 duplicate the 391 can't compete with greyhound's lower fares. and 314 has a very indirect routing your better off extending 406 to toms river and yet that would be a bit faster or the same travel run time as this 314. So lack of vision here. At least you put more thought into 557 and 556. 0 Quote Link to comment Share on other sites More sharing options...
B35 via Church Posted March 3, 2013 Share #628 Posted March 3, 2013 ....Therefore, the 197 under my plan would no longer operate along Paterson Hamburg Turnpike, the 197 would do that instead, and the 198 would run local from Pompton Lakes to Willowbrook, then to NYC. Huh? I still think the 198 should be extended to Pompton Lakes or Ringwood Park and Ride to gain better ridership, especially middays after Willowbrook Mall towards NJ (the core obviously is between Willowbrook and NYC , which I think is a ripoff at $7.50 btw) in which only has about 10 people along its core, which is sad since the 197 towards Pompton Lakes gets about three times the ridership (for obvious reasons) Therefore, the 197 under my plan would no longer operate along Paterson Hamburg Turnpike, the 197 would do that instead, and the 198 would run local from Pompton Lakes to Willowbrook, then to NYC. It would balance out the loads on the 197 and 198. Also the 194 riders could possibly switch to the 197 (which also is a strong off peak bus in terms of ridership, since the route starts getting packed along Pompton and By the time it gets to NYC, its SRO) since it includes a faster ride between intermidiate points on the 194/197 routes. All 197 buses would cater to operate to Warwick, NY instead of short-turning at Pompton Lakes. Opinions? BTW: Just notices the 197 doesn't go to the Orange Correctional Facility. Any reason for that? Extend the 198 up there for what, the 198 runs like every 2 hours.... Your real issue is with the 197 if you think the 198 should be diverted up there.... I mean, how much service do you think there should be b/w Pompton Lakes & PABT? It's also not exactly clear what you want to do with the 197.... yeah you want to (ridiculously) run all 197's up to Warwick, but how would the 197 then run, south of Pompton Lakes? Do you want to run the 197 b/w Warwick & Pompton Lakes, then express to NYC - to then run the 198 b/w Pompton Lakes & Willowbrook, then express to NYC... Is that the idea? If so, you would have to totally restructure the schedules of BOTH routes.... There wouldn't be a balance, you would have more of the masses piling onto 198's @ the mall p&r... Let's not forget that the 198 also runs to the Wayne transit center out there on rt. 23..... The mutual point of the two routes should remain at the Willowbrook mall p&r, not shifted upwards @ Pompton Lakes.... You would be taking overall ridership away from the 197 to give it to the 198... You make it sound like the 198 is hard-pressed for ridership, just because... I mean, the 198 is basically a supplementary route b/w the mall p&r (really, the wayne/rt 23 trans center) and PABT - Which is where the majority of the overall ridership are taking buses to/from..... Which is (one reason) why the 197 has the service levels that it does, Which is the reason why the 198 doesn't have near as much service that it does.... The 198 is (already) supplementary to the 197, as well as the 324.... Be careful what you wish for; have the 198 extended up there, Pompton Lakes might actually lose service, if the idea is to run all 197's up to some Warwick.... 0 Quote Link to comment Share on other sites More sharing options...
BM5 via Woodhaven Posted March 3, 2013 Share #629 Posted March 3, 2013 (edited) Huh? Extend the 198 up there for what, the 198 runs like every 2 hours.... Your real issue is with the 197 if you think the 198 should be diverted up there.... I mean, how much service do you think there should be b/w Pompton Lakes & PABT? It's also not exactly clear what you want to do with the 197.... yeah you want to (ridiculously) run all 197's up to Warwick, but how would the 197 then run, south of Pompton Lakes? Do you want to run the 197 b/w Warwick & Pompton Lakes, then express to NYC - to then run the 198 b/w Pompton Lakes & Willowbrook, then express to NYC... Is that the idea? If so, you would have to totally restructure the schedules of BOTH routes.... There wouldn't be a balance, you would have more of the masses piling onto 198's @ the mall p&r... Let's not forget that the 198 also runs to the Wayne transit center out there on rt. 23..... The mutual point of the two routes should remain at the Willowbrook mall p&r, not shifted upwards @ Pompton Lakes.... You would be taking overall ridership away from the 197 to give it to the 198... You make it sound like the 198 is hard-pressed for ridership, just because... I mean, the 198 is basically a supplementary route b/w the mall p&r (really, the wayne/rt 23 trans center) and PABT - Which is where the majority of the overall ridership are taking buses to/from..... Which is (one reason) why the 197 has the service levels that it does, Which is the reason why the 198 doesn't have near as much service that it does.... The 198 is (already) supplementary to the 197, as well as the 324.... Be careful what you wish for; have the 198 extended up there, Pompton Lakes might actually lose service, if the idea is to run all 197's up to some Warwick.... Okay, so looking at the schedule, Ratzer Road only gets weekday peak directional service. I would instead let the 198 go from William Patterson University to the Razter Road variation, which is every two hours off peak on te current 198 frequencies. It is also worth the try to extend it to Ringwood, since the 197 would serve the same general areas than the 198 for most of the route. I would leave the 197 off peak only, and Ratzer Road gets the 198 instead of the 197, eliminating the Razter Road variation. All 198 buses would use Razter Road from Willam Patterson University, then the 197 route to Pompton (or Ringwood at a later phase). The 197 would still operate local north of Willowbrook. But due to my revised proposal, the 197 would still have short-turns at Pompton Lakes, and no buses diverting along Razter Road. Edited March 3, 2013 by Q23 Central Terminal 0 Quote Link to comment Share on other sites More sharing options...
B35 via Church Posted March 3, 2013 Share #630 Posted March 3, 2013 (edited) No problem bro! The new lines are in red, and the changed lines are in blue. NJT 60: https://maps.google.com/maps/ms?msid=208174968748802406451.0004d6bcb4ec140b208d7&msa=0&ll=40.594142,-74.149475&spn=0.426502,0.891953 NJT 116: https://maps.google.com/maps/ms?msid=208174968748802406451.0004d656d408f177b1198&msa=0&ll=40.632193,-74.148788&spn=0.426259,0.891953 NJT 131: https://maps.google.com/maps/ms?msid=208174968748802406451.0004d349a98a15c80d407&msa=0 NJT 133: https://maps.google.com/maps/ms?msid=208174968748802406451.0004d34a2a97a922187a1&msa=0&ll=40.576934,-74.146042&spn=0.426611,0.891953 NJT 314: https://maps.google.com/maps/ms?msid=208174968748802406451.0004d58ce0f49c3a01ae1&msa=0 NJT 391: https://maps.google.com/maps/ms?msid=208174968748802406451.0004d6d502939a0154b9d&msa=0&ll=40.347591,-74.575195&spn=0.856139,1.783905 NJT 393: https://maps.google.com/maps/ms?msid=208174968748802406451.0004d656795c4b5e39153&msa=0&ll=40.215587,-74.785309&spn=0.857812,1.783905 NJT 556: https://maps.google.com/maps/ms?msid=208174968748802406451.0004d39d8dacfb5ed76ae&msa=0 NJT 557: https://maps.google.com/maps/ms?msid=208174968748802406451.0004d4870cb0f5ebf7020&msa=0 NJT 812: https://maps.google.com/maps/ms?msid=208174968748802406451.0004d58d1b58bcb0fbee9&msa=0 NJT 817: https://maps.google.com/maps/ms?msid=208174968748802406451.0004d34a676936e21f8bd&msa=0 THIS IS MY 500TH POST!!! Nice setup for your 500th post huh But let's see here.... (don't worry, I'm not gonna bore you w/ comparing/critiquing your ideas to w/e current services already provided by private carriers) - NJT# 60: Hmm... Well I like the idea of a JSQ route panning to that part of Central Jersey (I would also try to find a way to have it make a stop or two *somewhere* in P. Amboy as well [doesn't necessarily have to be in the downtown area]), but I'm not sure why you have it going to Weehawken in-particular... If you're trying to garner a secondary riderbase (from JSQ, onward), I suppose I would find a way to directly connect Hoboken to Newport Mall to JSQ, instead of going Weehawken-JSQ..... Secondly, which branch (union beach, keansburg) would serve EWR ? - NJT# 116: In general, I can see a scenario where Woodbridge mall could be used as a p&r to get to NYC... Of course, not as much as/as big as that of Willowbrook mall, but I do think that if implemented, that could really catch on.... So I agree w/ the general idea behind your 116c.... Your 116s I wouldn't bother with; I would simply extend the "regular" 116 up there to serve those new houses along high st (north & east of the perth amboy schools), then back downward towards downtown P. Amboy, etc..... Doing that would/could justify having more of your 116x's running.... - NJT# 131: I have no comment on this one... I don't know how the regular/real 131 is used. - NJT# 133: Unless I'm missing something here, you may as well morph that 133c into an aberdeen-matawan loop.... said "loops" would still run 7 days a week (service levels, I guess I'll leave that up to you, since that's your neck of the woods).... What I'm thinking may be difficult to pull off, and I'm not sure how to explain this, but I'll try: ** From PABT, one loop would run down to exit 117 first (serving aberdeen, towards matawan).... These buses would take on the routing of your 133c, then parallel the #135 towards exit 120 p&r to terminate... ** From PABT, the other loop would get off at exit 120 first (serving matawan, towards aberdeen).... These buses would parallel the #135 to rt 34, then parallel the #133 to Lloyd rd/GSP... If that won't pan out, maybe you could have these buses end/extended from there, to NJT Matawan instead (lloyd > gerard > lower main st, etc)..... Hope you get what I'm trying to say with all this (nothing would happen to the 135, just to be clear).... The way I see it, your 133b/133c by themselves are too short.... You may as well try to maximize ridership with one route. As for your 133b, I would find some other route number (maybe 134?) & have that run down rt. 9, to rt. 34, and run along rt. 34 to where your 133c ends..... these buses would run weekday, rush hrs only.... But all in all, I don't care much for how the real #133 is structured either.... - NJT# 314: Although I'd like to fan such a route, I can't agree with a route serving six flags & seaside hgts... Anyway, would these run in conjunction with 318's? - NJT# 391: Given where the route's coming from (philly/camden), I'm not understanding why you have this stopping off @ EWR, or looping in newark...... Any reason why you don't just have the jersey city buses stopping off in newark (in other words, getting rid of the newark loop & combining service to newark proper & JSQ)? NYC service/branch is fine.... - NJT# 393: philly/camden - new brunswick route huh..... To be honest, I'm not sure if there's (enough) demand for this... - NJT# 556: I notice a lot of your ideas have branches.... Lol. I have to admit, this is one hell of a route you thought up here.... I can agree w/ what you're trying to do here in general, but I would do it a little differently.... The Red Bank spur I would keep on rt. 35 to industrial way (buses would not stop anywhere inside monmouth mall), then have it make its way to rt. 18 all the way to the end (at rt 138), then your route to AC... The idea is to get as much ppl. as possible to consider taking the route.... It wouldn't make all local stops like the 831/832 does along 35, and it would utilize more of 18 (your nonstop portion).... The Long Branch spur, it would make branching easier, since you wouldn't have to have buses shooting across rt 36 to get to GSP.... From rt 36, buses would turn down rt. 35 & make its way to rt. 18, etc. the same way the Red Bank buses would (from rt 35).... again, it's all about attracting ridership... your NJT 556 routing south of rt 138, I have no prob's with.... - NJT# 557: No comment... I know very little about demand to/from Wilmington.... - NJT# 812: I think I commented on this already; if not, this route looks good to me ! You could also use this to eliminate your 817B branch. and finally... - NJT# 817: The colors, the colors... lol... Okay, how should I do this: * 817B I don't think is necessary... Anyone needing areas north of P. Amboy will just have to xfer to your newfound #812... * 817M I would combine with the 817L segment.... your 817M b/w laurel av & rt 35 I wouldn't bother with... * 817T I agree with, and would give a whole new route number to... * 817S I also agree with (I would make this a part of the regular 817 service... the current 817 in that area south of ridgeway I would relegate to select trips on the 817 only) ^^ So with what I'm saying from your idea here, there would be 2 branches of the 817 - one that would serve union beach ([1]) & one that wouldn't ([2])... [1] From your map (from P. Amboy), the 817 would follow the blue line to raritan st, then the yellow line to rt 684 (main st), then the blue line to the turquoise line to carr, down carr, then follow the blue line across center av & down main st to port monmouth, etc. to campbell's junction.... The current 817 routing south of the yellow line (your 817S) I'd have a select amount of 817 trips take on.... [2] The other branch (from P. Amboy) would follow the blue line to raritan st, then your yellow line to rt 684 (main st), then the blue line to atlantic st, where it would then follow the purple line to laurel av, runs up laurel to the point where it would follow the turquoise line to carr, then carr > center > main > port monmouth, etc. to campbell's junction..... Again, the current 817 routing south of the yellow line (your 817S) I'd have a select amount of 817 trips take on.... --------------- ...btw, your 817T from P. Amboy (which I'd give another route # to), I'd run across the bridge & have it take rt 684 straight to the area surrounding NJT S. Amboy RR (like the #815 does), etc. en route to campbell's junction... I'm not all that fond of the 817B routing (the red line), but I suppose you could combine the 817B & the 817T & have that as a separate route/route number if you really wanna connect keansburg, etc. to woodbridge ctr. mall (these would be the buses that would avoid downtown perth amboy).... Well, that was fun.... Await your comments bro Edited March 3, 2013 by B35 via Church 0 Quote Link to comment Share on other sites More sharing options...
B35 via Church Posted March 3, 2013 Share #631 Posted March 3, 2013 Okay, so looking at the schedule, Ratzer Road only gets weekday peak directional service. I would instead let the 198 go from William Patterson University to the Razter Road variation, which is every two hours off peak on te current 198 frequencies. It is also worth the try to extend it to Ringwood, since the 197 would serve the same general areas than the 198 for most of the route. I would leave the 197 off peak only, and Ratzer Road gets the 198 instead of the 197, eliminating the Razter Road variation. All 198 buses would use Razter Road from Willam Patterson University, then the 197 route to Pompton (or Ringwood at a later phase). The 197 would still operate local north of Willowbrook. But due to my revised proposal, the 197 would still have short-turns at Pompton Lakes, and no buses diverting along Razter Road. Your bothering to send 198's in that direction (towards Pompton Lakes or Ringwood) still isn't making any sense, considering how the 197 & 198 are both structured.... You really want to have 198's from willowbrook mall & wayne/rt 23 transit center loop back to William Paterson just to serve ratzer & the black oak ridge spur (of the few 197 trips that do that), before running to Pompton Lakes or Ringwood ?? If the 197 would still run local, then what benefit would there be for running 198's to Pompton Lakes, if buses would still serve William Paterson... Seriously, what are you saying with this here.... 0 Quote Link to comment Share on other sites More sharing options...
BM5 via Woodhaven Posted March 3, 2013 Share #632 Posted March 3, 2013 (edited) Your bothering to send 198's in that direction (towards Pompton Lakes or Ringwood) still isn't making any sense, considering how the 197 & 198 are both structured.... You really want to have 198's from willowbrook mall & wayne/rt 23 transit center loop back to William Paterson just to serve ratzer & the black oak ridge spur (of the few 197 trips that do that), before running to Pompton Lakes or Ringwood ?? If the 197 would still run local, then what benefit would there be for running 198's to Pompton Lakes, if buses would still serve William Paterson... Seriously, what are you saying with this here.... I said that it would go into William Patterson University, then go straight down along Razter Road , then what those peak directional 197 do on the Razter Road Variant. But if you go to my original proposal, te 198 would've gone on Patterson- Hamburg Tpke to Pompton Lakes. The 197 would've ran express from Totowa to Pompton Lakes. Edited March 3, 2013 by Q23 Central Terminal 0 Quote Link to comment Share on other sites More sharing options...
553 Bridgeton Posted March 3, 2013 Share #633 Posted March 3, 2013 Theres is NO DEMAND for a Philly/Camden New Brunswick route....you must be on dog food. What I got outta that plan was basically you thought because theres a Rutgers in Camden & New Brunswick that could justify such service. 0 Quote Link to comment Share on other sites More sharing options...
B35 via Church Posted March 3, 2013 Share #634 Posted March 3, 2013 (edited) I said that it would go into William Patterson University, then go straight down along Razter Road , then what those peak directional 197 do on the Razter Road Variant. But if you go to my original proposal, te 198 would've gone on Patterson- Hamburg Tpke to Pompton Lakes. The 197 would've ran express from Totowa to Pompton Lakes. Yeah, so the answer to that question was a *yes*.... You DO want 198's looping back towards William Paterson before running up to Pompton Lakes... Which is just plain crazy. I'm not sure if you ever taken the 198, but that route does enough circling & doubling back.... Regardless if 198's took [paterson-hamburg] or [ratzer] to get to william paterson, William Paterson U. & Pompton Lakes are in opposing directions.... Edited March 3, 2013 by B35 via Church 0 Quote Link to comment Share on other sites More sharing options...
qjtransitmaster Posted March 3, 2013 Author Share #635 Posted March 3, 2013 I said that it would go into William Patterson University, then go straight down along Razter Road , then what those peak directional 197 do on the Razter Road Variant. But if you go to my original proposal, te 198 would've gone on Patterson- Hamburg Tpke to Pompton Lakes. The 197 would've ran express from Totowa to Pompton Lakes. You do realize NJ is not your strength right?Theres is NO DEMAND for a Philly/Camden New Brunswick route....you must be on dog food. What I got outta that plan was basically you thought because theres a Rutgers in Camden & New Brunswick that could justify such service.LMAO!!! Dog food is a bit much dude. Really man?. 0 Quote Link to comment Share on other sites More sharing options...
checkmatechamp13 Posted March 3, 2013 Share #636 Posted March 3, 2013 - NJT# 314: Although I'd like to fan such a route, I can't agree with a route serving six flags & seaside hgts... Anyway, would these run in conjunction with 318's? - NJT# 817: The colors, the colors... lol... Okay, how should I do this: * 817B I don't think is necessary... Anyone needing areas north of P. Amboy will just have to xfer to your newfound #812... * 817M I would combine with the 817L segment.... your 817M b/w laurel av & rt 35 I wouldn't bother with... * 817T I agree with, and would give a whole new route number to... * 817S I also agree with (I would make this a part of the regular 817 service... the current 817 in that area south of ridgeway I would relegate to select trips on the 817 only) ^^ So with what I'm saying from your idea here, there would be 2 branches of the 817 - one that would serve union beach ([1]) & one that wouldn't ([2])... [1] From your map (from P. Amboy), the 817 would follow the blue line to raritan st, then the yellow line to rt 684 (main st), then the blue line to the turquoise line to carr, down carr, then follow the blue line across center av & down main st to port monmouth, etc. to campbell's junction.... The current 817 routing south of the yellow line (your 817S) I'd have a select amount of 817 trips take on.... [2] The other branch (from P. Amboy) would follow the blue line to raritan st, then your yellow line to rt 684 (main st), then the blue line to atlantic st, where it would then follow the purple line to laurel av, runs up laurel to the point where it would follow the turquoise line to carr, then carr > center > main > port monmouth, etc. to campbell's junction..... Again, the current 817 routing south of the yellow line (your 817S) I'd have a select amount of 817 trips take on.... --------------- ...btw, your 817T from P. Amboy (which I'd give another route # to), I'd run across the bridge & have it take rt 684 straight to the area surrounding NJT S. Amboy RR (like the #815 does), etc. en route to campbell's junction... I'm not all that fond of the 817B routing (the red line), but I suppose you could combine the 817B & the 817T & have that as a separate route/route number if you really wanna connect keansburg, etc. to woodbridge ctr. mall (these would be the buses that would avoid downtown perth amboy).... Maybe one way of boosting ridership on the #314 would be to have it stop off in Trenton, since the transit center is right off the expressway. But I agree that the route has too much dead milage. For the #817, I think there should still be some kind of service along that part of Main Street. You avoid Keansburg, but you could still get to the stores in Keyport and everything. I don't think there should be 3 routes from Perth Amboy to Campell's Junction. Maybe they could be restructured with the #834. You could send the green line out to Highlands, and then send the blue/turquoise line out to Red Bank. You could send the purple line out to Red Bank as well, but that might be a little overkill. (Because you'd still have two Perth Amboy-Red Bank routes). Unless you had the purple line covered by an extension of one of the Red Bank routes. So you could have: * 817: Perth Amboy-Red Bank, via Keyport, via Keansburg * 820 (Just made up the number): Perth Amboy (or Woodbridge)-Highlands * 831: Keyport-Long Branch (no Keansburg) You lose the direct connection from Red Bank to that whole Highlands area, but now you have two routes between Belfast & Red Bank, so at least you have less to worry about when making the transfer. Or, if you send the purple line up to Keansburg (whether it's like an 817A to Perth Amboy, or an extension of one of the Red Bank routes), you could have the 820 run up Cherry Tree Farm Road, so at least that part of Main Street is closer to a bus route. Actually, that might be better either way, because that road is more central than Route 35 anyway. 0 Quote Link to comment Share on other sites More sharing options...
B35 via Church Posted March 4, 2013 Share #637 Posted March 4, 2013 Maybe one way of boosting ridership on the #314 would be to have it stop off in Trenton, since the transit center is right off the expressway. But I agree that the route has too much dead milage. It would have to run on I-295 to even have a chance (of not losing too too much time).... Currently, his #314 idea takes I-95; too far away from Trenton/TTC to have buses stop off @ TTC.... Even if it were closer, I doubt you'd get any riders from Trenton on this type of route.... For the #817, I think there should still be some kind of service along that part of Main Street. You avoid Keansburg, but you could still get to the stores in Keyport and everything. I don't think there should be 3 routes from Perth Amboy to Campell's Junction. Maybe they could be restructured with the #834. You could send the green line out to Highlands, and then send the blue/turquoise line out to Red Bank. You could send the purple line out to Red Bank as well, but that might be a little overkill. (Because you'd still have two Perth Amboy-Red Bank routes). Unless you had the purple line covered by an extension of one of the Red Bank routes. So you could have: * 817: Perth Amboy-Red Bank, via Keyport, via Keansburg * 820 (Just made up the number): Perth Amboy (or Woodbridge)-Highlands * 831: Keyport-Long Branch (no Keansburg) You lose the direct connection from Red Bank to that whole Highlands area, but now you have two routes between Belfast & Red Bank, so at least you have less to worry about when making the transfer. Or, if you send the purple line up to Keansburg (whether it's like an 817A to Perth Amboy, or an extension of one of the Red Bank routes), you could have the 820 run up Cherry Tree Farm Road, so at least that part of Main Street is closer to a bus route. Actually, that might be better either way, because that road is more central than Route 35 anyway. At best, I would remove the 835 from running east of NJT Red Bank & instead extend it northward to Keansburg (via rt 35, via palmer).... (I doubt even that would be worth it) I would leave the 817 ending at Campbell's Junction... That much I agree w/ him on. While ideal, sending the 817 to Red Bank is pushing it - Regardless if you [extend the current 817 from Campbell's junction via rt 35], or [have buses shooting down rt 35 all the way from Laurence Harbor to Red Bank]... Running 831's to Keyport from Long Branch via Red Bank is even worse; can't see buses ending at keyport anyway; not enough of a ridership gen. by itself.... The problem with what you're saying with the "820" is that virtually no one from the areas the 817 runs along/around is tryna get to Highlands/Atlantic Highlands..... Those ppl out there east of the Campbell's Junction on the 834 are generally tryna get to areas along rt 35 (including points south of Red Bank proper).... 0 Quote Link to comment Share on other sites More sharing options...
checkmatechamp13 Posted March 5, 2013 Share #638 Posted March 5, 2013 The thing is Keyport may not be a big ridership generator, but I don't see it being any worse than Campbell's Junction. You'd have the 817, 817M, and 817T all running from Perth Amboy to Campell's Junction. Unless you plan on running them every 2 hours each or something. (Which now that I think about it, I guess that might work, if you send both the 817 & 817M to Keansburg, so the only area with bihourly service is Union Beach) Another idea would be to combine the "M" & "T" branches, so the bus could go along Middle Road, down Laurel (instead of up Laurel, towards Keansburg), then on 35 to Cherry Tree Farm Road, and then continue on to Belfast. That way you serve the parts of Route 35 furthest from the 817, and furthest from the NJCL. I dunno. I still don't like the idea of an additional route (or routes) terminating at Belfast, but the problem is that it's so far from Red Bank that the additional ridership probably wouldn't be worth the cost. And if you split the 834, then you're shifting the problem (of lack of Red Bank access) from 817 riders to 834 riders..... 0 Quote Link to comment Share on other sites More sharing options...
qjtransitmaster Posted March 5, 2013 Author Share #639 Posted March 5, 2013 really Maybe one way of boosting ridership on the #314 would be to have it stop off in Trenton, since the transit center is right off the expressway. But I agree that the route has too much dead milage. For the #817, I think there should still be some kind of service along that part of Main Street. You avoid Keansburg, but you could still get to the stores in Keyport and everything. I don't think there should be 3 routes from Perth Amboy to Campell's Junction. Maybe they could be restructured with the #834. You could send the green line out to Highlands, and then send the blue/turquoise line out to Red Bank. You could send the purple line out to Red Bank as well, but that might be a little overkill. (Because you'd still have two Perth Amboy-Red Bank routes). Unless you had the purple line covered by an extension of one of the Red Bank routes. So you could have: * 817: Perth Amboy-Red Bank, via Keyport, via Keansburg * 820 (Just made up the number): Perth Amboy (or Woodbridge)-Highlands * 831: Keyport-Long Branch (no Keansburg) You lose the direct connection from Red Bank to that whole Highlands area, but now you have two routes between Belfast & Red Bank, so at least you have less to worry about when making the transfer. Or, if you send the purple line up to Keansburg (whether it's like an 817A to Perth Amboy, or an extension of one of the Red Bank routes), you could have the 820 run up Cherry Tree Farm Road, so at least that part of Main Street is closer to a bus route. Actually, that might be better either way, because that road is more central than Route 35 anyway. Well one you can power up middle rd academy service to hourly off peak and make a cross honoring deal to help local riders. Then 817 can be rerouted via rte 35 to still end at campbell. While 819 metuchen can be made useful by going via raritan center and the college then express via GSP to replace 817's keansburg routing and union beach. Now people there have job access to raritan center and soon other places. 0 Quote Link to comment Share on other sites More sharing options...
pjbr40 Posted March 5, 2013 Share #640 Posted March 5, 2013 in one of the post you shouldnt touch 831 to more north of red bank. during holiday time, the bus is alway late. i remember one time the bus was half hour late for me to reach the last 834 and thankfully the last 834 waited for us because of heavy traffic jam along rt 35 from monmouth mall to red bank. the 831 got enough traffic jam in west long branch to long branch train station. i can see 834 need to expand a little more of line because that route is too light and too fast sometime(maybe it depend on the time of day) 817 with every hour and half sound ridiculous. even tho it run by academy. That route is way to long.They somehow run perpendicular and cross over each other from the Port Authority run between keyport and belford main street. The Port Authority run dont run much, only during rush hour peak direction. After lunch they drop their service to every two hours toward NYC even on weekend for both direction. there is a section that has 3 hours wait if you miss it. look at their schedule and you will be surprise because not enough rider. i think it got change dramatically ever since economic turn around. 0 Quote Link to comment Share on other sites More sharing options...
B35 via Church Posted March 5, 2013 Share #641 Posted March 5, 2013 (edited) * Just noticed something on the 817 timetable/map.... In perth amboy, buses don't go [down high] & [up rector] - it's the other way around... (the 813 timetable/map is right)... The terminal out there is on the corner of high/washington (on washington).... Anyway.... The thing is Keyport may not be a big ridership generator, but I don't see it being any worse than Campbell's Junction. You'd have the 817, 817M, and 817T all running from Perth Amboy to Campell's Junction. Unless you plan on running them every 2 hours each or something. (Which now that I think about it, I guess that might work, if you send both the 817 & 817M to Keansburg, so the only area with bihourly service is Union Beach) Another idea would be to combine the "M" & "T" branches, so the bus could go along Middle Road, down Laurel (instead of up Laurel, towards Keansburg), then on 35 to Cherry Tree Farm Road, and then continue on to Belfast. That way you serve the parts of Route 35 furthest from the 817, and furthest from the NJCL. I dunno. I still don't like the idea of an additional route (or routes) terminating at Belfast, but the problem is that it's so far from Red Bank that the additional ridership probably wouldn't be worth the cost. And if you split the 834, then you're shifting the problem (of lack of Red Bank access) from 817 riders to 834 riders..... Not sure how you don't see that ending the 831 (or any route in general ending) in keyport being any worse than a(ny) bus ending at campbell's junction.... Anyway, totally ignoring the issue of the 831 being too long/delay prone, you're better off ending buses in Keansburg over Keyport if you wanted to connect that general part of the state to Red Bank.... I personally don't see terminating another route at campbell's junction being much of a problem... Terminal space isn't an issue, it's not exactly a dead area over there, soooo..... In any event, it's already been mentioned/recognized that Red Bank (while ideal) is too far out (for the 817), and those folks in areas east of Campbell's Junction don't want areas due west that the 817 serves.... I wouldn't shift anything to the 834 just for the sake of not having another route/branch ending at Campbell's Junction..... I just thought of something else I'd do with one of the branches.... screw it, it's easier to just map it out than textualize it all.... although I've never liked this feature on google maps (well, google maps as of late period, but...), I'll just use the snap to roads feature & show you what I'm saying with how I'd have the 2 branches of the route.... #817 restructure <------ [campbell's junction bound service drawn only] (union beach branch in pink... holmdel branch in light blue... anything in purple is google's combination of pink + light blue (meaning, that's where both branches have a common routing)... and the spur south of ridgeway av out around S. Amboy which would be served by both branches on select trips, are in black....) Didn't draw/include that 'T' branch (the route running down rt. 35), since I wouldn't have it as an 817 branch.... I haven't given much thought as to where that route should end on the western/northern end; perth amboy, raritan ctr. (as QJT suggested), or somewhere else..... in one of the post you shouldnt touch 831 to more north of red bank. during holiday time, the bus is alway late. i remember one time the bus was half hour late for me to reach the last 834 and thankfully the last 834 waited for us because of heavy traffic jam along rt 35 from monmouth mall to red bank. the 831 got enough traffic jam in west long branch to long branch train station. i can see 834 need to expand a little more of line because that route is too light and too fast sometime(maybe it depend on the time of day) 817 with every hour and half sound ridiculous. even tho it run by academy. That route is way to long.They somehow run perpendicular and cross over each other from the Port Authority run between keyport and belford main street. The Port Authority run dont run much, only during rush hour peak direction. After lunch they drop their service to every two hours toward NYC even on weekend for both direction. there is a section that has 3 hours wait if you miss it. look at their schedule and you will be surprise because not enough rider. i think it got change dramatically ever since economic turn around. Yeah, from my experiences, it's not even during the holiday time there's heavy jams on rt. 35 south of red bank... That's the problem w/ extending 831's north of red bank.... Edited March 5, 2013 by B35 via Church 0 Quote Link to comment Share on other sites More sharing options...
checkmatechamp13 Posted March 5, 2013 Share #642 Posted March 5, 2013 Not sure how you don't see that ending the 831 (or any route in general ending) in keyport being any worse than a(ny) bus ending at campbell's junction.... Anyway, totally ignoring the issue of the 831 being too long/delay prone, you're better off ending buses in Keansburg over Keyport if you wanted to connect that general part of the state to Red Bank.... I personally don't see terminating another route at campbell's junction being much of a problem... Terminal space isn't an issue, it's not exactly a dead area over there, soooo..... In any event, it's already been mentioned/recognized that Red Bank (while ideal) is too far out (for the 817), and those folks in areas east of Campbell's Junction don't want areas due west that the 817 serves.... I wouldn't shift anything to the 834 just for the sake of not having another route/branch ending at Campbell's Junction.... Well, Keyport just seemed a little denser then Belfast, and also, the income level is a little lower, so I figured it would get more usage over there. In any case, the reason I sent it to Keyport rather than Keansburg was because I wanted a route serving that part of Middle Road, and didn't want to create a seperate 817 branch for that part. Or else I definitely would've sent it to Keansburg. With the 831, the reason I didn't pick the 835 was because this way, you keep it serving the part of Red Bank west of the tracks (whereas if it were sent further north, it wouldn't really serve much of Red Bank. It would just skirt through along Front Street). And you'd give people in Keansburg access to more of Red Bank as well. But I guess since the 835 is the shortest of the Red Bank routes, it would make sense, if it were to come down to extending one of those routes further north. (But I see what you're saying about it being best if they remain at Red Bank) 0 Quote Link to comment Share on other sites More sharing options...
qjtransitmaster Posted March 6, 2013 Author Share #643 Posted March 6, 2013 * Just noticed something on the 817 timetable/map.... In perth amboy, buses don't go [down high] & [up rector] - it's the other way around... (the 813 timetable/map is right)... The terminal out there is on the corner of high/washington (on washington).... Anyway.... Not sure how you don't see that ending the 831 (or any route in general ending) in keyport being any worse than a(ny) bus ending at campbell's junction.... Anyway, totally ignoring the issue of the 831 being too long/delay prone, you're better off ending buses in Keansburg over Keyport if you wanted to connect that general part of the state to Red Bank.... I personally don't see terminating another route at campbell's junction being much of a problem... Terminal space isn't an issue, it's not exactly a dead area over there, soooo..... In any event, it's already been mentioned/recognized that Red Bank (while ideal) is too far out (for the 817), and those folks in areas east of Campbell's Junction don't want areas due west that the 817 serves.... I wouldn't shift anything to the 834 just for the sake of not having another route/branch ending at Campbell's Junction..... I just thought of something else I'd do with one of the branches.... screw it, it's easier to just map it out than textualize it all.... although I've never liked this feature on google maps (well, google maps as of late period, but...), I'll just use the snap to roads feature & show you what I'm saying with how I'd have the 2 branches of the route.... #817 restructure <------ [campbell's junction bound service drawn only] (union beach branch in pink... holmdel branch in light blue... anything in purple is google's combination of pink + light blue (meaning, that's where both branches have a common routing)... and the spur south of ridgeway av out around S. Amboy which would be served by both branches on select trips, are in black....) Didn't draw/include that 'T' branch (the route running down rt. 35), since I wouldn't have it as an 817 branch.... I haven't given much thought as to where that route should end on the western/northern end; perth amboy, raritan ctr. (as QJT suggested), or somewhere else..... Yeah, from my experiences, it's not even during the holiday time there's heavy jams on rt. 35 south of red bank... That's the problem w/ extending 831's north of red bank.... 831 is redundant to 832 that is why it can be merged with 837 and truncated at monmouth mall or not. My plan would merge 831 with 2 other lines the merged line will be run by academy and have the 818 designation it will originate at davisdon ave serving those areas during shift hours then the line will replace the DASH partly. It will go via 818's current routing till the sq mall. I'd prefer another bus to have rte 516. So this can kill MCAT M3 to rte 9 then via rte 18 express to monmouth mall via wall P&R then via 831 routing then via 837 travel path to asbury park. Combined resources allows more service 30 min service throughout most of the day on the whole route. in one of the post you shouldnt touch 831 to more north of red bank. during holiday time, the bus is alway late. i remember one time the bus was half hour late for me to reach the last 834 and thankfully the last 834 waited for us because of heavy traffic jam along rt 35 from monmouth mall to red bank. the 831 got enough traffic jam in west long branch to long branch train station. i can see 834 need to expand a little more of line because that route is too light and too fast sometime(maybe it depend on the time of day) 817 with every hour and half sound ridiculous. even tho it run by academy. That route is way to long.They somehow run perpendicular and cross over each other from the Port Authority run between keyport and belford main street. The Port Authority run dont run much, only during rush hour peak direction. After lunch they drop their service to every two hours toward NYC even on weekend for both direction. there is a section that has 3 hours wait if you miss it. look at their schedule and you will be surprise because not enough rider. i think it got change dramatically ever since economic turn around. That is the result of an isolated bus network. If there was a bus on rte 18 linking middlesex and monmouth I assure there would be a few less cars at least a few maybe more. 0 Quote Link to comment Share on other sites More sharing options...
B35 via Church Posted March 6, 2013 Share #644 Posted March 6, 2013 (edited) ....With the 831, the reason I didn't pick the 835 was because this way, you keep it serving the part of Red Bank west of the tracks (whereas if it were sent further north, it wouldn't really serve much of Red Bank. It would just skirt through along Front Street). And you'd give people in Keansburg access to more of Red Bank as well. But I guess since the 835 is the shortest of the Red Bank routes, it would make sense, if it were to come down to extending one of those routes further north. (But I see what you're saying about it being best if they remain at Red Bank) Yup, and see, that's the thing I noticed about the 835.... from the east, everyone gets off at the RR station itself to xfer to other buses (or the RR if they need it).... Buses arriving from the west at the RR station tend to arrive empty.... Lot of walking in general around downtown Red Bank w/ the restaurants & what not.... However, I can understand why the 835 doesn't pan northward though, since the 834 already runs along rt. 35 north of Red bank.... Not that you really need 2 routes on rt 35 (current 831/832) south of red bank RR either, but that's pretty much due to there being no other north-south roadway where (enough) ridership would be garnered..... 831 is redundant to 832 that is why it can be merged with 837 and truncated at monmouth mall or not. My plan would merge 831 with 2 other lines the merged line will be run by academy and have the 818 designation it will originate at davisdon ave serving those areas during shift hours then the line will replace the DASH partly. It will go via 818's current routing till the sq mall. I'd prefer another bus to have rte 516. So this can kill MCAT M3 to rte 9 then via rte 18 express to monmouth mall via wall P&R then via 831 routing then via 837 travel path to asbury park. Combined resources allows more service 30 min service throughout most of the day on the whole route. Don't see what MCAT or DASH has to do with anything we're talking about here.... I also don't think the 831 & 832 are necessarily redundant; just because they both cut through shrewsbury via '35 to get to asbury (832) or long branch (831) after serving monmouth mall.... Edited March 6, 2013 by B35 via Church 0 Quote Link to comment Share on other sites More sharing options...
qjtransitmaster Posted March 7, 2013 Author Share #645 Posted March 7, 2013 Yup, and see, that's the thing I noticed about the 835.... from the east, everyone gets off at the RR station itself to xfer to other buses (or the RR if they need it).... Buses arriving from the west at the RR station tend to arrive empty.... Lot of walking in general around downtown Red Bank w/ the restaurants & what not.... However, I can understand why the 835 doesn't pan northward though, since the 834 already runs along rt. 35 north of Red bank.... Not that you really need 2 routes on rt 35 (current 831/832) south of red bank RR either, but that's pretty much due to there being no other north-south roadway where (enough) ridership would be garnered..... Don't see what MCAT or DASH has to do with anything we're talking about here.... I also don't think the 831 & 832 are necessarily redundant; just because they both cut through shrewsbury via '35 to get to asbury (832) or long branch (831) after serving monmouth mall.... 831 duplicates 832 for most of it's route it can be merged with 837 easily. MCAT can be absorbed into NJT's route network. 0 Quote Link to comment Share on other sites More sharing options...
B35 via Church Posted March 7, 2013 Share #646 Posted March 7, 2013 831 duplicates 832 for most of it's route it can be merged with 837 easily. MCAT can be absorbed into NJT's route network. I know what the two routes do..... I still don't think they're redundant, nor would I combine the 831/837... but looking at one of the ideas presented recently, I have stumbled onto something...... As for MCAT, it can do whatever it wants.... 0 Quote Link to comment Share on other sites More sharing options...
DaTransitMan4608 Posted March 8, 2013 Share #647 Posted March 8, 2013 Hey there guys. Sorry it's been a while since my last reply. A friend of mine has my computer so I have to post on my iPhone until I get it back. Anyway, lets see what we got here.... @B35: Glad someone here knows my lines can run near private ops without them caring. NJT 60: I still haven't decided which branch is gonna go to the airport yet lol NJT 116: Woodbridge could serve two purposes for the 116 actually. 1) as a Park/Ride. 2) As a connection btwn NYC and Woodbridge Mall. That's pretty much the S trip's main purpose. To serve the residences up there on High St. That's why one of the major stops was the Harbortown Townhouse Complex. It could see a good amt. of ridership from there. NJT 133: See what I had originally planned was for the 133B to take those back roads to get to Matawan, where it would meet the 133C. But @ the time, I didn't think that the MCIs could make the turns on some of those roads. That is, until I saw a DH MCI navigate a narrow back road with no problem. But yeah, I see where you're going with your reroutes. To tell you the truth, I like your's better than mine lol. NJT 314: This route won't see much service to Six Flags at all. If anything, its only gonna stop there during the spring/summer, drop off heading Philly-bound, and pick-up heading Seaside bound. NJT 391: I sent it to EWR because peeps whose flight got cancelled, or they missed it etc. would have the connection btwn EWR and PHL. As for Newark/JC parts, I never actually thought of doing that, but it looks like it could work, so I'll adjust it when I get my laptop back. NJT 393: See I made this line solely for the purpose of college bound students from Philly, but then I thought "Why not just have it serve Camden too? There's a Rutgers there, maybe the students could use it to get btwn Rutgers-NB and Rutgers-Camden." I don't think it'll lose to Amtrak since like one train stops in NB a day. NJT 556: Yup. Branches help the route get more riders so why not? Anyway, i'll try and go more in-depth with you when I get my computer back (which shouldn't be too long)since typing on my iPhone has been nothing but a pain. NJT 812 & 817: I'm gonna comment more on these when I get my laptop back. But for now, here's what I'll say. The 817B was pretty much made for the towns the 812 wasn't going to serve (Keyport, Union Beach, Keansburg, Port Monmouth, Belford) I figured those towns could use some direct acces to Woodbridge since that's where some residents go to shop. Yeah that branch of service in East Sayreville is pretty pointless. It's better off using Stevens Ave to Main St, and having select trips go South of Stevens Ave. Don't get me wrong though, there have been occasions where the bus has picked up one or two passengers from that area. You said something about having the 817 take the 815's path into South Amboy. I think some trips do that already, but I could be wrong since most times I've taken the 817 S/B, it's never used Main St to Route 35/Victory Bridge. If it doesn't, then I will make a new trip for it to do that. Probably call it the 817C, or something. 0 Quote Link to comment Share on other sites More sharing options...
qjtransitmaster Posted March 8, 2013 Author Share #648 Posted March 8, 2013 Hey there guys. Sorry it's been a while since my last reply. A friend of mine has my computer so I have to post on my iPhone until I get it back. Anyway, lets see what we got here.... @B35: Glad someone here knows my lines can run near private ops without them caring. NJT 60: I still haven't decided which branch is gonna go to the airport yet lol NJT 116: Woodbridge could serve two purposes for the 116 actually. 1) as a Park/Ride. 2) As a connection btwn NYC and Woodbridge Mall. That's pretty much the S trip's main purpose. To serve the residences up there on High St. That's why one of the major stops was the Harbortown Townhouse Complex. It could see a good amt. of ridership from there. NJT 133: See what I had originally planned was for the 133B to take those back roads to get to Matawan, where it would meet the 133C. But @ the time, I didn't think that the MCIs could make the turns on some of those roads. That is, until I saw a DH MCI navigate a narrow back road with no problem. But yeah, I see where you're going with your reroutes. To tell you the truth, I like your's better than mine lol. NJT 314: This route won't see much service to Six Flags at all. If anything, its only gonna stop there during the spring/summer, drop off heading Philly-bound, and pick-up heading Seaside bound. NJT 391: I sent it to EWR because peeps whose flight got cancelled, or they missed it etc. would have the connection btwn EWR and PHL. As for Newark/JC parts, I never actually thought of doing that, but it looks like it could work, so I'll adjust it when I get my laptop back. NJT 393: See I made this line solely for the purpose of college bound students from Philly, but then I thought "Why not just have it serve Camden too? There's a Rutgers there, maybe the students could use it to get btwn Rutgers-NB and Rutgers-Camden." I don't think it'll lose to Amtrak since like one train stops in NB a day. NJT 556: Yup. Branches help the route get more riders so why not? Anyway, i'll try and go more in-depth with you when I get my computer back (which shouldn't be too long)since typing on my iPhone has been nothing but a pain. NJT 812 & 817: I'm gonna comment more on these when I get my laptop back. But for now, here's what I'll say. The 817B was pretty much made for the towns the 812 wasn't going to serve (Keyport, Union Beach, Keansburg, Port Monmouth, Belford) I figured those towns could use some direct acces to Woodbridge since that's where some residents go to shop. Yeah that branch of service in East Sayreville is pretty pointless. It's better off using Stevens Ave to Main St, and having select trips go South of Stevens Ave. Don't get me wrong though, there have been occasions where the bus has picked up one or two passengers from that area. You said something about having the 817 take the 815's path into South Amboy. I think some trips do that already, but I could be wrong since most times I've taken the 817 S/B, it's never used Main St to Route 35/Victory Bridge. If it doesn't, then I will make a new trip for it to do that. Probably call it the 817C, or something. sorry but some times many times actually you don't need branches. 0 Quote Link to comment Share on other sites More sharing options...
B35 via Church Posted March 8, 2013 Share #649 Posted March 8, 2013 sorry but some times many times actually you don't need branches. That's where I do agree w/ BrooklynBus..... You should try to limit them where possible. Hey there guys. Sorry it's been a while since my last reply. A friend of mine has my computer so I have to post on my iPhone until I get it back. Anyway, lets see what we got here.... @B35: Glad someone here knows my lines can run near private ops without them caring. NJT 60: I still haven't decided which branch is gonna go to the airport yet lol NJT 116: Woodbridge could serve two purposes for the 116 actually. 1) as a Park/Ride. 2) As a connection btwn NYC and Woodbridge Mall. That's pretty much the S trip's main purpose. To serve the residences up there on High St. That's why one of the major stops was the Harbortown Townhouse Complex. It could see a good amt. of ridership from there. NJT 133: See what I had originally planned was for the 133B to take those back roads to get to Matawan, where it would meet the 133C. But @ the time, I didn't think that the MCIs could make the turns on some of those roads. That is, until I saw a DH MCI navigate a narrow back road with no problem. But yeah, I see where you're going with your reroutes. To tell you the truth, I like your's better than mine lol. NJT 314: This route won't see much service to Six Flags at all. If anything, its only gonna stop there during the spring/summer, drop off heading Philly-bound, and pick-up heading Seaside bound. NJT 391: I sent it to EWR because peeps whose flight got cancelled, or they missed it etc. would have the connection btwn EWR and PHL. As for Newark/JC parts, I never actually thought of doing that, but it looks like it could work, so I'll adjust it when I get my laptop back. NJT 393: See I made this line solely for the purpose of college bound students from Philly, but then I thought "Why not just have it serve Camden too? There's a Rutgers there, maybe the students could use it to get btwn Rutgers-NB and Rutgers-Camden." I don't think it'll lose to Amtrak since like one train stops in NB a day. NJT 556: Yup. Branches help the route get more riders so why not? Anyway, i'll try and go more in-depth with you when I get my computer back (which shouldn't be too long)since typing on my iPhone has been nothing but a pain. NJT 812 & 817: I'm gonna comment more on these when I get my laptop back. But for now, here's what I'll say. The 817B was pretty much made for the towns the 812 wasn't going to serve (Keyport, Union Beach, Keansburg, Port Monmouth, Belford) I figured those towns could use some direct acces to Woodbridge since that's where some residents go to shop. Yeah that branch of service in East Sayreville is pretty pointless. It's better off using Stevens Ave to Main St, and having select trips go South of Stevens Ave. Don't get me wrong though, there have been occasions where the bus has picked up one or two passengers from that area. You said something about having the 817 take the 815's path into South Amboy. I think some trips do that already, but I could be wrong since most times I've taken the 817 S/B, it's never used Main St to Route 35/Victory Bridge. If it doesn't, then I will make a new trip for it to do that. Probably call it the 817C, or something. lol... Well, I realize how people can feel about private lines in general (especially of SI residents that utilized services provided by a certain someone in this community at one point [azumah])...... You'd be amazed at the streets the MCI's can turn down & run along.... at least, I sure was.... - With the #133, yup... I'm just looking for ways to enhance your ideas when/where possible (well that, & I've always felt as if Matawan should have at least off peak service anyway).... I'll admit though, I never thought of restructuring the (real) 133 as a means of doing that..... - With the #393, so 553Bridgeton was right.... In that case, I have to agree w/ his assessment; you're not gonna get anyone to ride buses like that b/w colleges..... - With the #556, I get what you're trying to do, and it makes sense.... There is a void b/w that general section of NJ (where the #83_ routes run, etc) & AC, since the NJCL don't travel anymore south past Bay Head.... Now that you got me working on a central jersey restructure map, I'm trying to fine tune my rendition (I guess) of a "556" b/w Red Bank & AC (still got the tab open from last night.... Lol...).... What I'm having trouble with is figuring out how (or if) the route would be utilized b/w Pt. Pleasant & Belmar (that particular stint on rt 35).... The major difference b/w yours & mine ("556") is that I'm making it more of a local/express (if that makes sense; I mean like the 552 & 553, for example), and you pretty much have it as to where it's more of an express b/w [Long branch/Red Bank] & [seaside hgts/toms river/AC] p.s. screw academy. - With the 817, cool... I'll wait for those further comments.... In the meantime, If that is true about the 817 (trips) going straight to NJT South Amboy like the 815, then that is definitely news to me.... Same here, I've never been on any 817 trip that bypassed those areas south of 684/main st (either direction).... ------ btw, was it you that had a piscataway - PABT idea? 0 Quote Link to comment Share on other sites More sharing options...
qjtransitmaster Posted March 8, 2013 Author Share #650 Posted March 8, 2013 That's where I do agree w/ BrooklynBus..... You should try to limit them where possible. lol... Well, I realize how people can feel about private lines in general (especially of SI residents that utilized services provided by a certain someone in this community at one point [azumah])...... You'd be amazed at the streets the MCI's can turn down & run along.... at least, I sure was.... - With the #133, yup... I'm just looking for ways to enhance your ideas when/where possible (well that, & I've always felt as if Matawan should have at least off peak service anyway).... I'll admit though, I never thought of restructuring the (real) 133 as a means of doing that..... - With the #393, so 553Bridgeton was right.... In that case, I have to agree w/ his assessment; you're not gonna get anyone to ride buses like that b/w colleges..... - With the #556, I get what you're trying to do, and it makes sense.... There is a void b/w that general section of NJ (where the #83_ routes run, etc) & AC, since the NJCL don't travel anymore south past Bay Head.... Now that you got me working on a central jersey restructure map, I'm trying to fine tune my rendition (I guess) of a "556" b/w Red Bank & AC (still got the tab open from last night.... Lol...).... What I'm having trouble with is figuring out how (or if) the route would be utilized b/w Pt. Pleasant & Belmar (that particular stint on rt 35).... The major difference b/w yours & mine ("556") is that I'm making it more of a local/express (if that makes sense; I mean like the 552 & 553, for example), and you pretty much have it as to where it's more of an express b/w [Long branch/Red Bank] & [seaside hgts/toms river/AC] p.s. screw academy. - With the 817, cool... I'll wait for those further comments.... In the meantime, If that is true about the 817 (trips) going straight to NJT South Amboy like the 815, then that is definitely news to me.... Same here, I've never been on any 817 trip that bypassed those areas south of 684/main st (either direction).... ------ btw, was it you that had a piscataway - PABT idea? piscataway was his idea I have been to that area it is dead a new route will not work there. The train is too easy to use however in theory one can extend 113X trips over that area. 556 why not keep the 800 series designation. I'd let 834 do it via GSP stops at the premium outlets then via brick and lavalette replacing OC10 to toms river then express via stafford stop to AC OR truncate at toms river terminal time with 319 AC bound trips and convert some 137s into 319s. Timed connection at monmouth service plaza for academy AC service. And other lines the trick is to maximize ridership on existing services. Also the 836 can be streamlined in freehold then merged with 613 or 619 via rte 33. If merged with 613 rte 130 shuttle gets axed and 613 splits into 2 with this asbury park route ending at TTC. The quaker bridge to TTC becomes 603. And 603's segment in mercer gets absorbed into a crosstown called 411 which goes directly to quaker bridge mall beyond I am working on. It originates at philly airport via 450's routing in camden minus WRTC. 0 Quote Link to comment Share on other sites More sharing options...
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