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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sat May 28 00:48:22 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Grand Concourse on Sat May 28 00:40:30 2011. Alright, I'll be entertained by my radio while you're entertained by some crazy guy reading bible verses he made up. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by NJT Morris Rider on Sat May 28 00:48:38 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 00:47:31 2011. Or they are intelligent people who choose not to drive the car into Manhattan. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by NJT Morris Rider on Sat May 28 00:51:00 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 00:44:49 2011. But would you rather be in an accident with a cabbie on a bus or in your own car?I grew up riding the ex-TA Grummans on the MCM. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Grand Concourse on Sat May 28 01:32:24 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 00:48:22 2011. For $2.25 per direction vs $4 per gallon and all the expenses for the car, I'll stick with taking mass transit. Rush hours is the time I'd want to avoid driving. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Grand Concourse on Sat May 28 01:35:42 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 00:48:22 2011. You can also listen to the radio/mp3 player on buses and the train to avoid hearing the crazies. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by LRG5784 on Sat May 28 02:37:38 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 00:46:15 2011. Don't get me wrong, I don't have $200 a month for express bus fare but it sure is hell of a lot cheaper than gasoline, maintenance and the monthly car note combined. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by LRG5784 on Sat May 28 02:42:26 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 00:48:22 2011. There's something called portable MP3 devices (e.g. iPod) and headphones...they come in all sorts of types and sizes. Helps me go through the day on the subway/bus just fine. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sat May 28 02:59:24 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by NJT Morris Rider on Sat May 28 00:48:38 2011. Good! Less traffic for me. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sat May 28 03:00:18 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by NJT Morris Rider on Sat May 28 00:51:00 2011. Alright that's a good point. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sat May 28 03:01:54 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by LRG5784 on Sat May 28 02:37:38 2011. Of course, which is why I said I'd never commute on a bus again if I had the money too. |
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| (234200) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sat May 28 03:03:15 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by LRG5784 on Sat May 28 02:42:26 2011. In cars there are no bums to tune out though. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by dkupf on Sat May 28 03:46:01 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Terrapin Station on Fri May 27 07:09:52 2011. After Allan Rosen, aka Brooklynbus, obtained his Master's Degree, he landed a job at the City of New York Dept. of City Planning, when he proposed to the TA and the Coney Island Chamber of Commerce (CICC) bus service changes based on his Master's Thesis. The CICC endorsed it. Unfortunately, half of the changes he proposed were implemented in November 1978. In 1981, he landed a job at the TA, hoping to implement the rest. Instead, he was transferred to the Dept. of Buses, and retired after being in Metrocard Operations.http://brooklynbus.tripod.com/ to find out the rest of these proposals. Nyctransitman also proposed additional changes that were incorporated into the website. Even I contributed one or two of them. Brooklynbus, along with Nyctransitman, went to NYMTC with a prestentation during the Southern Brooklyn Transit Investment Study. Everybody in the room gave them a standing ovation, except the MTA representative, who was furious. NYMTC accepted many of the ideas in its draft memo, but the MTA flat out refused to implement them. They fired of a terse letter saying that they do their own planning and don't want others, not even NYMTC, telling them what to do. If the MTA implemented the changes that were proposed, the 6/27/10 service cuts would not have been as painful or severe for southern Brooklyn riders. He is currently a traffic and transit contributor to the blog www.sheepsheadbites.com. |
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| (234202) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by dkupf on Sat May 28 03:52:29 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by LRG5784 on Fri May 27 06:55:39 2011. ...but would operate via SI's #1 trip generator, instead of duplicating the S57. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by dkupf on Sat May 28 03:59:09 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by LRG5784 on Fri May 27 06:50:44 2011. And, the TA demands during the off peak that it be either be 2 buses per hour at the MLP or nothing. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by LRG5784 on Sat May 28 09:16:25 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by dkupf on Sat May 28 03:46:01 2011. +1000 |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by LRG5784 on Sat May 28 09:19:48 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by dkupf on Sat May 28 03:52:29 2011. Wait. I'm confused...are you talking about the S54? |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank eisenstein on Sat May 28 11:03:37 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JAzumah on Fri May 27 11:58:30 2011. But that doesn't refute my statement, it's a different argument. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank eisenstein on Sat May 28 11:08:46 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JAzumah on Sat May 28 00:25:36 2011. That's a pretty convoluted route, and the Newark bay extension of the turnpike is typically a dowager, traffic wise. Unless another bridge is built that more dire Ty connects Bayonne with Newark, I don't see it happening. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank eisenstein on Sat May 28 11:11:13 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 00:31:34 2011. I interpreted this as meaning a direct route on US46, not as a rail reference. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank eisenstein on Sat May 28 11:12:33 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by dkupf on Sat May 28 03:52:29 2011. SI 's top trip generator for local bus riders is the ferry, not the mall. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank eisenstein on Sat May 28 11:17:26 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 03:00:18 2011. That's irrelevant. Trip time being equal, given the congestion at rush hour, even knowing the streets, you're still stuck with several unavoidable choke points, such as bridges and tunnels. Driving, you've still got to deal with the costs of parking, which are significantly more than the round trip bus fare, even for an express bus.Given MY commute, I'm much happier on the bus, as I can use the time to do whatever I choose, and not have to worry about stressing myself in stop and go traffic. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by LRG5784 on Sat May 28 11:20:52 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank eisenstein on Sat May 28 11:17:26 2011. Agreed. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by New Flyer #857 on Sat May 28 11:29:14 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 00:44:49 2011. Buses have to deal both of those issues too.More specifically, the bus drivers have to deal with them. :-) When I'm on a bus and burying my nose in reading material, I don't even have to be aware of them, unless of course there's an accident, but I'm much less likely to be injured or killed on the bus, and chances are I can just take the next one. |
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| (234243) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by njt morris rider on Sat May 28 13:39:15 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank eisenstein on Sat May 28 11:11:13 2011. which was the correct reference. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by checkmatechamp13 on Sat May 28 16:23:27 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by 5301 Fishbowl on Thu May 26 21:27:50 2011. In Manhattan, I would say that bus riders are as affluent as subway riders, because the quality of service is comparable. The buses run slower than the subway, but they are generally less crowded, and the trips are generally shorter, so the slow speed doesn't make much of a difference.In the outer boroughs, I would say that there is a slight, but noticable difference in the affluence of bus riders vs. subway riders. Since the trips are longer, the slower speed of the buses tends to mean more, and that discourages the more affluent people from riding them. I'm sure there are a lot of riders in the outer boroughs who have a car and choose to take the subway to get to Manhattan, but, because of the slower nature of the bus system, choose to drive to get around the outer boroughs. |
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| (234253) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by checkmatechamp13 on Sat May 28 16:43:47 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. When I looked at the documents from the public hearing last year, I noticed a pattern: If the route didn't serve St. George or Bay Ridge, it would have the label "high student ridership" (meaning that a lower percentage of regular riders were riding those routes).The reason is simple: People want to have an easy way to reach Manhattan, and making 2 transfers makes those routes unattractive (I think the same holds true for virtually every other route in the outer boroughs: If there is no easy connection to the subway, the route will have low ridership) The reason is simple: Part of it is the fact that making 2 transfers often requires 2 fares (except in some cases where there are 3-legged transfers). The other part is that, the more transfers you have to make, the more unreliable your trip will be (especially when the routes involved are relatively infrequent) The routes that had "high student ridership" were the S54, S55, S56, S57, and S59/S89. There really isn't anything that could be done with the S55/S56: Combining them with the S44 or S61 could make them unreliable, and the trip to St. George would still be extremely long (I think every able-bodied person would walk to the S74, S78, or SIR, which offer more direct service to St. George). The S89 could shed some of its costs by being cut back to the 8th Street HBLR station (it also has the advantage of riders from SI having a better chance of getting a seat on the HBLR) The S54, S57, and S59 could be sent to St. George one way or another. The S54 could either be extended straight down Richmond Terrace (I believe you mentioned that there was a very long layover in West Brighton), or combined with the S42. The S57 could be extended straight down Richmond Terrace from Port Richmond. We have discussed the possibility of splitting the S40/S90 and having the S59 cover the eastern portion, and the S53 cover the western portion. That proposal does have its merits. However, now that I think about it, a better candidate would be the S46/S96. The reason is that Richmond Terrace is the fastest route to St. George, so the riders in Mariners' Harbor should still have that fast, direct route to St. George. Ths S46/S96 take a slower route along Castleton Avenue, so it is actually doing a favor to them by forcing them to take the faster S40/S90 to reach St. George. In exchange, they have the S53 as a direct route to Brooklyn. The only disadvantage of this proposal over the S40/S90 split proposal is that the S59 doesn't offer the fast ride to St. George (for Richmond Avenue riders) that it would along Richmond Terrace. However, the direct route to St. George should take some pressure off of the S44. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by checkmatechamp13 on Sat May 28 16:44:27 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. They are probably saying that the ridership isn't there and that it would cost too much money. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by checkmatechamp13 on Sat May 28 16:50:48 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by RailBus63 on Fri May 27 12:15:39 2011. But the thing is that it could be done relatively cheaply: The S40 terminates right at the foot of the Goethals Bridge, so they have to do is extend some trips for the 15 minute ride across the Goethals Bridge to the Elizabeth NJT station.Even an S56 extension to Perth Amboy could be done fairly cheaply: The S56 could be routed away from Tottenville High School (school trippers could remain to serve the school) towards the Bricktowne Mall. It could travel along Amboy Road, Bloomingdale Road, Englewood Avenue, and Veterans Road West, serve Bricktowne, and then go across the Outerbridge. In addition, not only would it enable SI residents to get to jobs in NJ, but it would allow NJ residents to get jobs here: For example, Elizabeth residents could work at the Howland Hook Container Terminal. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by checkmatechamp13 on Sat May 28 17:00:37 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JAzumah on Fri May 27 16:43:34 2011. You have to consider that a lot of travelers travel as a family, so the $40 cost of a taxi is split among 3 or 4 people, making it more reasonable and closer to the cost of a bus fare. With the hassle of having to go to the bus stop and wait for a bus, there would still be plenty of people taking taxis to Newark Airport.I think part of the reason why the S89 is so expensive to operate is because it is poorly run. Half of the buses make a trip to Bayonne and then immediately return to the depot on Staten Island. If they had made those 6-7 trips operate as short-turns to the SI Mall, that would result in a 15 minute reverse-peak headway going back to Staten Island, which could probably attract an additional 80 or so riders traveling between Bayonne and Staten Island. Another thing that I've noticed is that the MTA provides too much service for students (at least in this corridor). If they had used the prescence of the S89 to reduce some trips on the S44 and S59, that could've been some savings right there. Of course, another factor is the fact that the service still terminates at 34th Street in spite of the new 8th Street station opening. They could shed some operating costs and possibly attract some new ridership, since the riders have a greater possibility of getting a seat at 8th Street (in fact, during rush hour, most trains get SRO by 34th Street) |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by checkmatechamp13 on Sat May 28 17:06:15 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 S62 runs as a Victory Blvd local during rush hours, east of Jewett Avenue. Also, since the S66 has been rerouted to serve Grymes Hill (which was a benefit for riders in that area, due to the additional connections it provides), it has probably become less attractive to riders going to St. George.As far as the market for travel to Perth Amboy and Elzabeth, the problem becomes for people without cars who have to make those types of trips. Even if a person has a car, the toll is $8 to cross the bridge, whereas the bus can do the trip for $2.25. I could understand being hesitant to create a new route, but these markets could be served by exissting routes: Elizabeth could be served by the S40/S90, and Perth Amboy could be served by the S56 (or the S74 if it were split) |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by checkmatechamp13 on Sat May 28 17:10:53 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. I disagree with your statement about the S89. The ridership was supposed to be roughly 1,200 riders per day, but it gets less than 1,000 riders per day (according to the MTA, its daily ridership is 918).As far as crowds go, I have seen crowded S89 buses, but they are not for the reasons you may be thinking of. Part of it is students (I see a lot of students waiting for southbound buses at Forest Avenue in the morning), and part of it is scheduling (I remember talking to a passenger who said that the S89 left before the HBLR train came in, so the next bus carried 3 trainloads of people rather than 2). I'm sure that there is a way to predict the ridership of routes connecting to NJ, and even if it is relatively low, the cost for providing the service isn't that much, as it can be extensions of routes that already terminate near the bridges to NJ. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by checkmatechamp13 on Sat May 28 17:12:40 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by dkupf on Thu May 26 23:57:35 2011. I don't understand what you are saying. Do you mean that, after the takeover, some riders shifted back from the B103 to the express buses, but even then the B103 gained a lot of riders? |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by checkmatechamp13 on Sat May 28 17:15:13 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Thu May 26 15:07:41 2011. Do you mean "You are nuts if you think that there's NO demand to Newark Airport and between Port Richmond and Elizabeth"That's a serious question. His statement says that there is no demand. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by checkmatechamp13 on Sat May 28 17:16:20 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by dkupf on Fri May 27 00:11:12 2011. The SI Mall isn't the largest trip generator in SI: St. George is. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by checkmatechamp13 on Sat May 28 17:19:05 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Thu May 26 17:59:56 2011. The purpose of extending the S54 would be to attract riders from Manor Road who don't like the thought of having to transfer just to reach St. George. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by checkmatechamp13 on Sat May 28 17:23:14 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 00:37:58 2011. I disagree. St. George is a large destination, not just for the ferry, but for the other connections to buses that it offers (routes like the S51), as well as businesses and the courts in the area.In addition, I'm sure there are commuters who would use the S54 to reach St. George, since it doesn't involve a second (potentially unreliable) transfer. Of course, there is the uncertainty of having the S54 barely miss the ferry, but at least it is better than having to transfer to the S40 and risk that bus missing the ferry. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by checkmatechamp13 on Sat May 28 17:33:18 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 doesn't the fare to Philadelphia end up being the same, since it is an additional fare on the bus? |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by JAzumah on Sat May 28 20:01:39 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank eisenstein on Sat May 28 11:03:37 2011. The 144 had a 10% margin in Auguust 2007. It was profitable. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by JAzumah on Sat May 28 20:04:46 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank eisenstein on Sat May 28 11:08:46 2011. The Newark Bay Extension is rarely hammered outside of rush hours. The route isn't that complicated and could even allow access to the cargo area if needed. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by JAzumah on Sat May 28 20:11:53 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by checkmatechamp13 on Sat May 28 17:00:37 2011. 8th Street LOOKS closer, but it isn't by much. It should also be noted that there is a huge mall near 34 Street and it is walkable.Most people don't go to the airport in groups of 3 or 4. The M60 started out at 30 minute headways and instantly got pounded. It is likely that the same thing would happen on SI and such a service would be profitable for the MTA if they didn't botch it. The operating cost could be lowered by creating miscellaneous runs with express bus lines or extending the hours of the X17J and X22 with an hourly airport stop. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by 5301 Fishbowl on Sat May 28 20:12:06 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 00:29:48 2011. I'd much rather sit in traffic in the comfort of my own car than in a dirty, smelly bus.That statement is only acceptable from people who can afford owning and maintaining a car in New York City. Between the cost of purchasing a car, the insurance, the maintenance, the eventual body work, the eventual parking tickets, and the ridiculous cost of gasoline in NYC, it makes riding the "smelly and dirty" subways and buses the "lesser of the evils" for most people, let alone those who can't afford it... |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by 5301 Fishbowl on Sat May 28 20:17:56 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by checkmatechamp13 on Sat May 28 16:23:27 2011. The only difference I notice in the outer boroughs between subway and bus riders is that more elderly/disabled people ride buses than subways. Aside from that, everybody looks the same to me, and I've been riding buses and subways in all 5 boroughs since the 1970's... |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sat May 28 20:28:10 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank eisenstein on Sat May 28 11:17:26 2011. That's you. I'd much rather get a one-seat ride from my house to whatever destination I want to go to 24/7 in the comfort of my own car then to plan my trips around a bus schedule. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sat May 28 20:29:19 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by New Flyer #857 on Sat May 28 11:29:14 2011. Buses and its riders are still at the mercy of traffic, except along bus lanes which surprisingly aren't really as prevalent in New York as they should be. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by LRG5784 on Sat May 28 21:03:11 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by 5301 Fishbowl on Sat May 28 20:12:06 2011. Agreed. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sat May 28 21:11:20 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank eisenstein on Sat May 28 11:11:13 2011. I don't drive and I sure as hell don't go to Jersey often so I wouldn't know. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sat May 28 21:15:12 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank eisenstein on Sat May 28 11:12:33 2011. Bay Ridge can give St. George a run for its money, 2 of the 3 routes that go to Bay Ridge are the busiest on the island. |
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| (234289) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by LRG5784 on Sat May 28 21:21:34 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 21:15:12 2011. Yup. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sat May 28 21:26:25 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by checkmatechamp13 on Sat May 28 16:43:47 2011. The S54, S57, and S59 could be sent to St. George one way or another. The S54 could either be extended straight down Richmond Terrace (I believe you mentioned that there was a very long layover in West Brighton), or combined with the S42.No one along Manor Road would take the S54 over a more direct route to the ferry, not a lot of people ride the S52 past Jersey Street from the ferry, so I can only imagine how few people would ride the S54 from the ferry. The S57 could be extended straight down Richmond Terrace from Port Richmond. The S67 did that, and failed. We have discussed the possibility of splitting the S40/S90 and having the S59 cover the eastern portion, and the S53 cover the western portion. That proposal does have its merits. However, now that I think about it, a better candidate would be the S46/S96. The reason is that Richmond Terrace is the fastest route to St. George, so the riders in Mariners' Harbor should still have that fast, direct route to St. George. Ths S46/S96 take a slower route along Castleton Avenue, so it is actually doing a favor to them by forcing them to take the faster S40/S90 to reach St. George. In exchange, they have the S53 as a direct route to Brooklyn. Not really, it's a terrible idea, most riders on the S40 are going to South Avenue. What needs to happen is that the S44 and S46 should swap routes, with the S46 going to Eltingville, and the S44 going to Goethals Homes. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sat May 28 21:31:11 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by checkmatechamp13 on Sat May 28 16:50:48 2011. But the thing is that it could be done relatively cheaply: The S40 terminates right at the foot of the Goethals Bridge, so they have to do is extend some trips for the 15 minute ride across the Goethals Bridge to the Elizabeth NJT station.I'd rather see the S40 go down to West Shore Plaza and give Teleport workers a faster ride to the ferry. If an existing local route had to go to Elizabeth, I'd send the S48, but Elizabeth would be better served by a new express route from Port Richmond. Even an S56 extension to Perth Amboy could be done fairly cheaply: The S56 could be routed away from Tottenville High School (school trippers could remain to serve the school) towards the Bricktowne Mall. It could travel along Amboy Road, Bloomingdale Road, Englewood Avenue, and Veterans Road West, serve Bricktowne, and then go across the Outerbridge. The S55 and S56 are lost causes, it would be better to create a new route to Perth Amboy from Pleasant Plains. |
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