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| Re: We Now Have Definitive Proof SBS is a Success (305119) | |||
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Re: We Now Have Definitive Proof SBS is a Success |
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Posted by checkmatechamp13 on Fri May 8 21:11:17 2015, in response to Re: We Now Have Definitive Proof SBS is a Success, posted by N6 Limited on Fri May 8 14:40:35 2015. I think there's some overlap. Prior to the Q70, I found the M60-N/Q to be quicker than the Q33-E/F/M/R, because of the traffic along Roosevelt Avenue, and the narrow streets in Jackson Heights. Once the Q70 was introduced, that was quicker than the M60.Of course my sample size (in terms of number of trips taken) isn't that large. But that leads to another question: If the M60's ridership loss can be attributed to riders switching to the Q70, then that means that there weren't a whole lot of riders that were actually attracted to the system. (M60 + Q70 ridership did increase, but not by a whole lot) Just some thinking out loud....... The Q70 was operating for about 1/3 of 2013, so to get the approximate daily ridership in 2013, you can the given ridership by 3. Likewise, you can take the ridership loss on the Q33 (between 2012 & 2013) and multiply by 3. So that means the Q70 averaged 2847 weekday riders and 4911 weekend riders. The Q33's ridership loss was 1419 on weekdays and 3225 on weekends. Assuming all of those lost riders shifted to the Q70, that means that the Q70 introduced 1428 weekday riders and 1686 weekend riders to the system (again, this is all approximate). The M60 lost 345 weekday riders, but gained 810 weekend riders during the period of time the Q70 was introduced. It makes sense to concentrate the loss into the period during which the Q70 was operating, which means that 1005 weekday riders were "converted" into Q70 riders. But the M60 still managed to gain riders despite the Q70 being introduced during that year. So now between 2013 & 2014, the Q33 lost roughly 300 additional weekday riders, and approximately 500 additional weekend riders. Meanwhile, the Q70 gained almost 600 weekday riders and over 700 weekend riders. So doing the math, that means that if the M60 lost less than 300 weekday riders and 200 weekend riders, it can be assumed it was because of the Q70 taking a few passengers. But then we have to factor in the Q19 riders (the Q19 saw a gain in ridership after the M60 +SBS+ was introduced). I'm too tired to finish off the math, but in the end, it does look like there was a slight ridership decrease on the M60 beyond what can be explained by the Q19 & Q70. But it doesn't seem like anything too drastic. Now, assuming the MTA's stats are true (like I said, a lot of times, those numbers were off compared to the official numbers they released back in 2009, so always take these numbers with a grain of salt. I'm doing these calculations assuming these unofficial stats are accurate), I'd be curious to see if the M60's ridership decrease was on the Queens end or Manhattan end. The Queens end has crappy local service, with the Q19 running every 20-30 minutes and ending way too early. (Anybody coming home from the Astoria elevated station has to be at the stop before 8PM, or else they're forced to take the M60). On the Manhattan end, while the bus lanes made the corridor more attractive, the splitting up of local & SBS service made it slightly less attractive. Now, you essentially have to pick whether you want the Bx15/M100/101 or M60 if you're just making a simple crosstown trip. Of course, it's not too much of an issue, because both the local and SBS routes are frequent on their own, but remember that on a crosstown trip, the buses are slow, which means that to compensate, they must be really frequent, or else people are going to start walking. Now, the Bx15 saw an increase, but we were making the (likely correct) assumption that the increase was on the Third Avenue portion, not the 125th Street portion. It makes sense that having the longer-distance bus run limited would improve reliability and thus make the service more attractive. |
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