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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by TheHat on Thu May 26 04:39:59 2011, in response to MTA Bus Ridership Dwindles As Subway Gains, posted by Gold_12th on Thu May 26 03:36:39 2011. The decreased reliablity of buses in the MTA. When the authority doesn't cover runs and uses antiquated dispatching proceedures to "put buses on time" fly in the face of providing service, it results in other means to get to their final destination. Traffic is an issue due to the reduction of service and lanes of travel throughout the city(Bike lanes, greenstreets and etc".) Also in some instances changes in routing w/o enough time to cover new ground result in late buses and the cycle starts again. It is sad to see my rush hour BxM2 ridership in peak direction. Some day I may see less than 15 pax. on a 15 min headway. Not 6 yrs. ago I would have had a standing load at that time on a 10 min headway. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by JAzumah on Thu May 26 08:14:14 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by TheHat on Thu May 26 04:39:59 2011. The overtime reduction plan, while well intended, has also hurt ridership because too many buses were yanked in the beginning. Waiting 35 minutes for a B35 several weeks in a row on a Friday night certainly cost the MTA revenue. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Joe V on Thu May 26 08:16:02 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by TheHat on Thu May 26 04:39:59 2011. WIth 3 fare hikes in 4 years, people will walk 15 - 20 minutes rather than take a short bus ride. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by RailBus63 on Thu May 26 10:08:17 2011, in response to MTA Bus Ridership Dwindles As Subway Gains, posted by Gold_12th on Thu May 26 03:36:39 2011. They will never admit it publicly, but MTA management is probably thrilled since the cost of transporting one bus passenger is almost twice the cost of a subway passenger, plus they shed their worst-performing routes. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by (SIR) North Shore Line on Thu May 26 10:23:22 2011, in response to MTA Bus Ridership Dwindles As Subway Gains, posted by Gold_12th on Thu May 26 03:36:39 2011. The MTA knows why, that's a bold faced lie. They cut way too much service and the bus lines they have now are not reliable. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by (SIR) North Shore Line on Thu May 26 10:26:01 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by (SIR) North Shore Line on Thu May 26 10:23:22 2011. It's also high-time that they redo the Staten Island, Queens & Brooklyn maps. The way people use the buses have changed since the 1990s & they also need to make some major changes to the MTA Bus lines especially in SE Queens. |
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| (233990) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by BusMgr on Thu May 26 10:48:27 2011, in response to MTA Bus Ridership Dwindles As Subway Gains, posted by Gold_12th on Thu May 26 03:36:39 2011. This downward spiral is part of a larger trend than admitted. For a brief period there was an increase in ridership brought about by a fare decrease: the institution of free transfers to and from the subways. Prior to that fare reductions the same type of decline was evident. Take away the effects of the free transfer and I would expect the same declining trend to been seen even during the period of apparent "increase."Bus speeds are probably a good part of the reason, but the excuse of "traffic congestion" is mere deflection. There might be marginal changes in level of congestion, but the levels of traffic congestion in the City of New York have not changed considerably. The real reason for slower bus speeds is a conscious effect by the NYCTA to engage in practices that slow down service. In years past drivers would work their butts off keeping a schedule. They would hustle, encourage their passengers to step lively while boarding and alighting, and not always curbing the bus buses where it would add significantly to dwell time. Passengers dropping only one or two coins or a token into the farebox could board much more quickly than with today's fare collection system. Dispatchers along the route would encourage their drivers to move along and keep the schedule. Buses were designed with both more seats and an internal circulation pattern that allowed for less internal congestion. Doors on buses, both at the front and the rear, operated more rapidly. Overall, the buses operated more on the basis of moving people and vehicles quickly rather than the current system of avoiding liability. |
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| (233993) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank Eisenstein on Thu May 26 10:58:07 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by (SIR) North Shore Line on Thu May 26 10:26:01 2011. Queens and Brooklyn, yes. Staten Island, not so much. While there is some service that could be eliminated of consolidated on Staten Island, most of the routes work well. For local service on SI, there's really only four destinations; the ferry, the mall, Port Richmond and Bay Ridge. I do wonder what would happen if more south shore service were routed to Bay Ridge, however. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by B49 Limited on Thu May 26 11:10:26 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JAzumah on Thu May 26 08:14:14 2011. I absolutely agree with you... That is what is so surprising about all the 6/27/10 cuts, how many buses have longer wait times especially the busier routes like the B 35 at nights (I had my share also waiting along Church Av). When 20 - 30 min because the new norm for bus waiting, people are going to look for alternative options. That is something MTA should know already based on the routes that were cut recently. |
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| (233995) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by G1Ravage on Thu May 26 11:10:53 2011, in response to MTA Bus Ridership Dwindles As Subway Gains, posted by Gold_12th on Thu May 26 03:36:39 2011. More people are using "commuter vans" to/from the subway. |
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| (233997) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by B49 Limited on Thu May 26 11:21:49 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by (SIR) North Shore Line on Thu May 26 10:26:01 2011. Queens and Brooklyn needs modernize system. We have discuss that many times year. A suggestion that was brought up was a 10 year review of the bus system. Many routes in Brooklyn need to be modernized, their main purpose for their routing were based on the 70s or years earlier. A perfect example is the B 69 route, which is main purpose is outdated. In Queens the problem for a modernize system is MTA Bus routes. MTA is not making great strides to improve it and since MTA Bus and MTA NYCT are treated "seperate but equal" it becomes difficult to make changes without duplication of a route. (B 2 and B 100 problem) |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by (SIR) North Shore Line on Thu May 26 11:42:43 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank Eisenstein on Thu May 26 10:58:07 2011. There's currently no connection between any of the SI Local/limited routes and either the Northeast Corridor Line, North Coast Jersey Line or any NJT buses. If this were any other agency besides the MTA, those connections would have been in place decades ago!Then there are routes such as the S54, S55, S56, S57, S66 that have some runs that average 0-5 people the whole way because they go nowhere! They also need to cut into some of the local service to provide steady limited service to/from St. George so that you're not playing the guessing game of whether you're going to catch the ferry or not. |
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| (234001) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by RailBus63 on Thu May 26 12:49:33 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by (SIR) North Shore Line on Thu May 26 11:42:43 2011. How much demand exists for a SI connection with the North Coast Jersey Line or any NJT bus line? |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by BrooklynBus on Thu May 26 12:57:42 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by RailBus63 on Thu May 26 10:08:17 2011. I agree. All they want are the feeders to the subways and wish they could eliminate all the others. |
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| (234003) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by B49 Limited on Thu May 26 13:10:19 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Thu May 26 12:57:42 2011. Then what is the purpose of having a mass transit system in NYC |
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| (234005) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by The Flxible Neofan on Thu May 26 13:31:51 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BusMgr on Thu May 26 10:48:27 2011. The real reason for slower bus speeds is a conscious effect by the NYCTA to engage in practices that slow down service. In years past drivers would work their butts off keeping a schedule. They would hustle, encourage their passengers to step lively while boarding and alighting, and not always curbing the bus buses where it would add significantly to dwell time. Passengers dropping only one or two coins or a token into the farebox could board much more quickly than with today's fare collection system. Dispatchers along the route would encourage their drivers to move along and keep the schedule. Buses were designed with both more seats and an internal circulation pattern that allowed for less internal congestion. Doors on buses, both at the front and the rear, operated more rapidly. Overall, the buses operated more on the basis of moving people and vehicles quickly rather than the current system of avoiding liability.Very interesting points. The Metrocard system is slow with the requirement to dip the card (the sliding method is much better). As a SEPTA rider who rides the MTA and NJT occasionally, SEPTA deals with dwell times much better than the other two agencies. This is definitely noticeable between NJT and SEPTA on Market Street, Philadelphia...where the SEPTA buses pick up their passenger loads and move on, the NJT buses hold up the line of traffic! I guess things are a little bit better now that so many NJT routes were cut back to Camden (with no free/reduced transfers to PATCO...sigh...) |
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| (234007) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank Eisenstein on Thu May 26 13:50:18 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by RailBus63 on Thu May 26 12:49:33 2011. It's one of those things that's not easy to measure, and likely will never happen, unless the PA gets control of the bus operation. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by (SIR) North Shore Line on Thu May 26 13:56:28 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by RailBus63 on Thu May 26 12:49:33 2011. I meant North Jersey Coast Line but I believe the demand is more than there, the MTA just has yet to tap into that market. The S89 sees around 1,000 daily riders and that's just for the HBLR. Even if it was a bus running hourly, it would be better than what it is now, which is nothing at all! They can no longer use the "we need more depot space" excuse, so I would like to know what excuse they're currently using why they haven't even attempted a trial run for NJT-SI connections? |
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| (234009) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank Eisenstein on Thu May 26 14:08:01 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by (SIR) North Shore Line on Thu May 26 11:42:43 2011. The 55/56 exist for one purpose, to get students to/from Tottenville HS. That's been the case since the routes were created. They've been rerouted a few times to connect to the Mall and streamline the connection to the SIR, but that's it. If not for the school, the route would not exist.The 54 used to connect West Brighton with the Seaview Hospital, which was at one point a major destination; it was later extended to cover Giffords Land when the old 4 was cut and rerouted to Tottenville. With the decline of the hospital to a simple nursing home, and the establishment of the area as preserved parkland (the Greenbelt), it's unlikely the route will ever see much traffic; its main purpose these days to getting students to/from Wagner HS. The 57 is another route that used to be more important, as it connected the major shopping areas of New Dorp with those in Port Richmond. Again, this route suffers because it travels through the Greenbelt, where there isn't much in the way of passenger generation. It does, however, serve FOUR high schools; New Dorp, Staten Island Tech, Wagner, and Port Richmond. The 66 serves an area that is better served by other routes short distances away; I believe it exists today only as an additional Victory Blvd line. It's the only non-limited 60-series route north of Jewett Ave, so it's better to think of it as a Victory Blvd peak local; all other Victory Blvd buses run limited stop between Jewett and the Ferry at those times. It just conveniently has a routing that brings it to the depot, instead of a deadhead. As for service connecting SI to Elizabeth or Perth Amboy; the call for that kind of service is very limited. Staten Island is essentially a suburban area, and the alternate commute available by connecting to NJT in those areas isn't as efficient as the more direct routes into the city served by the express buses or local bus to ferry; it's also more expensive. There are not many Islanders employed in areas of New Jersey close enough to NJT's rail service that aren't much more easily (and efficiently) reached by car. Suburb to suburb trips in this area aren't nearly as congested as suburb to CBD trips are, which makes mass transit significantly less attractive. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by The Flxible Neofan on Thu May 26 14:09:39 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by (SIR) North Shore Line on Thu May 26 13:56:28 2011. so I would like to know what excuse they're currently using why they haven't even attempted a trial run for NJT-SI connections?They are probably wondering what the demand for such services would be. Remember, the S89 didn't come into existence until private operators began running Staten Island to Jersey City Express routes. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank Eisenstein on Thu May 26 14:14:20 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by (SIR) North Shore Line on Thu May 26 13:56:28 2011. The difference is that Hoboken and Jersey City are known major employment centers; many jobs moved from downtown to these areas after 9/11, and are incredibly unlikely to return. Establishing the s89 to connect SI with the HBLR (or even if it had gone directly to Hoboken/JC) was inevitable, as many of the jobs that moved were held by SI Residents. Faced with a choice of losing residents (and generally higher-income residents at that) to New Jersey, or committing the funds to an effective commuter service to bring those people to their new job locations and keeping their high-wage incomes taxed (and spent!) within the city limits was a wise idea. There aren't many who make the transfer from the 89 to HBLR and then to PATH to reach Manhattan. Again, the existing express bus network is more efficient and less expensive. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by (SIR) North Shore Line on Thu May 26 14:25:25 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank Eisenstein on Thu May 26 14:08:01 2011. I know where all the lines run, I'm just stating that their extremely lightly used and should either be extended to the ferry or consolidated into other routes. The S66 would be better-used if ran to Brooklyn imo.And there's no way to determine who exactly would use a route connecting to NJT rail & bus until it actually happens. There's no reason for SI to be isolated from the mainland US in such a fashion. Many doubted that the S89 would even see a single rider and here we are in 2011 with crowded and well-used S89 buses. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Thu May 26 15:07:41 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank Eisenstein on Thu May 26 14:08:01 2011. The 55/56 exist for one purpose, to get students to/from Tottenville HS. That's been the case since the routes were created. They've been rerouted a few times to connect to the Mall and streamline the connection to the SIR, but that's it. If not for the school, the route would not exist.I wonder sometimes if the housing complex along Arden Avenue would be better served by the S74. The 54 used to connect West Brighton with the Seaview Hospital, which was at one point a major destination; it was later extended to cover Giffords Land when the old 4 was cut and rerouted to Tottenville. With the decline of the hospital to a simple nursing home, and the establishment of the area as preserved parkland (the Greenbelt), it's unlikely the route will ever see much traffic; its main purpose these days to getting students to/from Wagner HS. The S54 could have decent ridership if it went to the New Dorp shopping district instead of nowhere, Giffords Lane would be much better served by a branch of the S79. The S61 should also serve the Todt Hill houses like I said in the past, it's quite sad seeing senior citizens from those houses walk to Victory Boulevard to catch a bus to the ferry. The 57 is another route that used to be more important, as it connected the major shopping areas of New Dorp with those in Port Richmond. Again, this route suffers because it travels through the Greenbelt, where there isn't much in the way of passenger generation. It does, however, serve FOUR high schools; New Dorp, Staten Island Tech, Wagner, and Port Richmond. The 66 serves an area that is better served by other routes short distances away; I believe it exists today only as an additional Victory Blvd line. It's the only non-limited 60-series route north of Jewett Ave, so it's better to think of it as a Victory Blvd peak local; all other Victory Blvd buses run limited stop between Jewett and the Ferry at those times. It just conveniently has a routing that brings it to the depot, instead of a deadhead. The S57 also has a dumb route through New Dorp, one of the reasons why it's the lowest ridership 7-day route in the city (even lower than the M106). Guyon Avenue doesn't need a bus, and I'd much rather see Amboy Road be served by a new Staten Island Mall-St. George via Richmondtown route. As for service connecting SI to Elizabeth or Perth Amboy; the call for that kind of service is very limited. Staten Island is essentially a suburban area, and the alternate commute available by connecting to NJT in those areas isn't as efficient as the more direct routes into the city served by the express buses or local bus to ferry; it's also more expensive. There are not many Islanders employed in areas of New Jersey close enough to NJT's rail service that aren't much more easily (and efficiently) reached by car. Suburb to suburb trips in this area aren't nearly as congested as suburb to CBD trips are, which makes mass transit significantly less attractive. You are nuts if you think that there's demand to Newark Airport and between Port Richmond and Elizabeth. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Thu May 26 15:10:05 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by B49 Limited on Thu May 26 11:21:49 2011. A perfect example is the B 69 route, which is main purpose is outdated.Bad example, do you know how much hipsters would love a route between Williamsburg, Fort Greene, and Park Slope? The B69 would also supplement the B110 on times it doesn't run if extended down 16th Avenue in Borough Park. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Thu May 26 15:13:30 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by G1Ravage on Thu May 26 11:10:53 2011. Not at all, commuter vans have a bad reputation in New York, in New Jersey that might be true though. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Thu May 26 15:15:24 2011, in response to MTA Bus Ridership Dwindles As Subway Gains, posted by Gold_12th on Thu May 26 03:36:39 2011. I called this last week. The MTA's planners have especially been doing a pretty poor job. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by TheHat on Thu May 26 15:18:35 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by B49 Limited on Thu May 26 13:10:19 2011. To have the largest budget ever. It's not about transportation, it about influence. The MTA would be happy to fire all employees and not have anything running, as long as they have the biggest budget ever and can change or more easily have changed any laws in the land. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by TheHat on Thu May 26 15:26:06 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BusMgr on Thu May 26 10:48:27 2011. ITAWTP! |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by TheHat on Thu May 26 15:30:02 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by The Flxible Neofan on Thu May 26 13:31:51 2011. But it isn't just fare collection. It is the MO of the MTA today that is intentionally slowing the system, faster accelerating buses are here and yet the buses are slower in time & distance. In the old days you had dogs on the road and covered same distance in less time. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by TheHat on Thu May 26 15:30:46 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Thu May 26 15:15:24 2011. On purpose. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Mr Mabstoa on Thu May 26 15:52:26 2011, in response to MTA Bus Ridership Dwindles As Subway Gains, posted by Gold_12th on Thu May 26 03:36:39 2011. A lot of it could be that there were times before the service cuts that we were instructed at the depot level not to fill runs at all to cut overtime.There were times where we had 20 runs a day open. Of course ridership is down if there are no buses running! |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Pablo M 201 on Thu May 26 16:04:53 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by The Flxible Neofan on Thu May 26 13:31:51 2011. so many NJT routes were cut back to Camden (with no free/reduced transfers to PATCO...sigh...)You don't see that in Northern NJ with NJT and PATH.... |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by LRG5784 on Thu May 26 16:05:28 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Thu May 26 15:07:41 2011. Responding to your comment about the S54, it would make sense to have the line operate only between Seaview Hospital and West Brighton during the day (seven-day service) and extending the route to Eltingville during rush hours. The S54 is extremely redundant south of Seaview Hospital as it parallels the S74/84 Limited, S57, S78 and S79. The only corridor that has no bus service along the S54's route south of Seaview Hospital is Giffords lane but that could be easily solved by running every other S79 to Giffords Lane.As for the S57 the only thing I don't like about that route is the meandering it does around the New Dorp Lane SIR station. New Dorp Lane is a much busier sector than Guyon Avenue, and maybe the S57 should have been rerouted along New Dorp Lane, whether on weekends or at all times. Just a thought. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank Eisenstein on Thu May 26 16:11:55 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by (SIR) North Shore Line on Thu May 26 14:25:25 2011. Too many unknowns with running to Elizabeth and Perth Amboy. No big employment centers there that attract people who would PREFER the bus to driving; unlike Hoboken and JC, with their limited parking and close proximity employment hubs.Even a six-month trial service would be a total waste of resources. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank Eisenstein on Thu May 26 16:28:32 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Thu May 26 15:07:41 2011. The housing complexes along Arden Ave are easy walking distance to the 74. It's JUST 1/2 mile from Rolling Hill Green to Arthur Kill Rd, a very reasonable walking distance to mass transit; however, it might make sense to run the 74 up Arden, across Woodrow, and down Huguenot. It makes the route longer, but it serves a much broader area (using my 1/2-mile walk to transit as a yardstick) The only area that loses service to the ferry in this scenario is Arthur Kill between Arden and Huguenot, a distance of ~.5mi.I don't think there's anything that can be done to fix the 54, other than routing it to the ferry. I'd also say turn it at Nelson and Hylan if there was a place to do it. I agree, the 57 SHOULD run down New Dorp lane, instead of Guyon Ave. To continue to serve the area of Farrell HS, it should use South Railroad Ave to New Dorp Plaza, then New Dorp Lane, and loop the shopping centers between Hylan, New Dorp Lane, Tysens Lane, and Mill Rd. There aren't enough potential daily riders between Staten Island and mainland NJ to make such a service worth the cost; congestion on the route isn't signifiant, and it would actually make for a longer commute than driving your own car. Unless some major office parks with 20-plus-story buildings develop in Elizabeth or Perth Amboy, it never will. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by r33/r36 mainline on Thu May 26 16:36:34 2011, in response to MTA Bus Ridership Dwindles As Subway Gains, posted by Gold_12th on Thu May 26 03:36:39 2011. I ride on the B8 daily and hate it lol, I miss riding the B/Q train daily, annoying, asshole-ish middle age woman FTL.Honestly, as someone who has commuted on both the subway and bus each for a long period of time... Subway >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> Bus Now don't get me wrong, I don't hate buses, I like bus FANNING, just hate commuting on one. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Kriston Lewis on Thu May 26 16:46:00 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by B49 Limited on Thu May 26 11:21:49 2011. A perfect example is the B 69 route, which is main purpose is outdated.How? It gets pretty crowded during the peaks with schoolchildren from Grand Army Plaza to/from the schools in Clinton Hill. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by B49 Limited on Thu May 26 17:19:23 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Kriston Lewis on Thu May 26 16:46:00 2011. The B 69 is outdated with potential for (yes Willamsburg area). Does the B 69 need to serve Navy Yard and Vinegar Hill, no. The major reason why it survived and was combined with the B 67 (bad move) was because it is a major school bus route for Bishop Ford, Bishop Loughlin, and nearby P.S on 7 Av and Vanderbilt. Other than that the original purposes for this route (Navy Yard) are now obsolete thus the lack of need of weekend service.Ok since we believe the B 69 is not a good example, what Brooklyn route does anyone suggest (B 7, 20, 24?) |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Q101 E. MIDTOWN 2 AV on Thu May 26 17:19:33 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Thu May 26 15:10:05 2011. Which is exactly why B49 used that as an example. The B69 doesn't go there when it could. And I agree. It should go to Williamsburg. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by JAzumah on Thu May 26 17:19:52 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by TheHat on Thu May 26 15:18:35 2011. + $11.9B |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by JAzumah on Thu May 26 17:23:44 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by RailBus63 on Thu May 26 12:49:33 2011. There is a community college in Woodbridge with a bunch of NY plates. I'm guessing that a Newark Airport & Elizabeth line would carry 400 riders a day at $5.50 each. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by LRG5784 on Thu May 26 17:24:37 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Q101 E. MIDTOWN 2 AV on Thu May 26 17:19:33 2011. But what part of Williamsburg though? The bus terminal? |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by B49 Limited on Thu May 26 17:26:29 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by LRG5784 on Thu May 26 17:24:37 2011. Yes! |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by DaRidgewoodBusBuff on Thu May 26 17:39:13 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by r33/r36 mainline on Thu May 26 16:36:34 2011. I disagree, subway has more annoying people than any bus I've been on. You don't have people singing on the bus! |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Thu May 26 17:46:42 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by LRG5784 on Thu May 26 16:05:28 2011. The S54 originally only ran to Seaview Hospital, but that's not the solution. No one wants to go to Giffords Lane, Giffords Lane is a ridership source, not destination, which is exactly the problem with the S54, the only destinations it serves are a few schools, and Seaview Hospital if you want to push it. That being said, the solution to increasing ridership on the S54 IMO is to simply reroute it to the New Dorp shopping district. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Q101 E. MIDTOWN 2 AV on Thu May 26 17:55:00 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by LRG5784 on Thu May 26 17:24:37 2011. I have one or two ideas, but I think the route if extend should serve Metropolitan Av/Grand St StationFirst Routing: northbound From Vanderbilt: Flushing Av, Kent Av, Metropolitan Av, end at Humboldt St and Maspeth Av. southbound: Start at Metropolitan Av/Humboldt St, Metropolitan Av, Wythe Av, Williamsburg St W, Flushing Av, follow current B69 routing. Second Routing northbound from Vanderbilt: Flushing Av, follow B62 path up to Williamsburg Bridge Plaza, Follow B24 routing to Metro/Grand Station. southbound from Grand St-Metropolitan Av Station: Follow B24 routing to Williamsburg Bridge Plaza, following B62 routing to Flushing Av, Flushing Av, current B69 routing. If there's a better way to do it, I'd like to know. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by LRG5784 on Thu May 26 17:55:15 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by DaRidgewoodBusBuff on Thu May 26 17:39:13 2011. You don't have people singing on the bus!Lol...what about preaching? Either way they're just as bad. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by JAzumah on Thu May 26 17:58:16 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank Eisenstein on Thu May 26 16:28:32 2011. I would disagree with you. There is a strong demand to funnel passengers from northern NJ to SI. Remember that SI is a bridge: you move from PA or NJ to LI via SI or the reverse. That means lots of SI families have VFR links to NJ. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Thu May 26 17:59:56 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank Eisenstein on Thu May 26 16:28:32 2011. The housing complexes along Arden Ave are easy walking distance to the 74. It's JUST 1/2 mile from Rolling Hill Green to Arthur Kill Rd, a very reasonable walking distance to mass transit; however, it might make sense to run the 74 up Arden, across Woodrow, and down Huguenot. It makes the route longer, but it serves a much broader area (using my 1/2-mile walk to transit as a yardstick) The only area that loses service to the ferry in this scenario is Arthur Kill between Arden and Huguenot, a distance of ~.5mi.You're one of a kind, most people aren't going to walk 1/2 mile to then wait at least 15 minutes for a bus when they have a car, but the S74 should most definitely serve Arden Avenue somehow. I don't think there's anything that can be done to fix the 54, other than routing it to the ferry. I'd also say turn it at Nelson and Hylan if there was a place to do it. I don't know why people always suggest extending other routes along Richmond Terrace like the S40 needs help although it runs 20 minutes most of the day (30 minutes on weekends), improve the S40's headways first before talking about how it needs help. I agree, the 57 SHOULD run down New Dorp lane, instead of Guyon Ave. To continue to serve the area of Farrell HS, it should use South Railroad Ave to New Dorp Plaza, then New Dorp Lane, and loop the shopping centers between Hylan, New Dorp Lane, Tysens Lane, and Mill Rd. That's way too much for a high school that's right next to a SIR station. I hear that the MTA is planning on creating an Amboy Road route, so let's see how that pans out. There aren't enough potential daily riders between Staten Island and mainland NJ to make such a service worth the cost; congestion on the route isn't signifiant, and it would actually make for a longer commute than driving your own car. Unless some major office parks with 20-plus-story buildings develop in Elizabeth or Perth Amboy, it never will. Port Elizabeth & Newark Airport alone employ thousands of people, and a route connecting either or both to Staten Island would attract a blue collar ridership that would probably like a cheaper way to get to work. Elizabeth is also one of the largest cities in New York & a transportation hub. |
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Fewer people are riding New York City buses even as more hop on the subways.