|
|
| Re: MTA Bus Ridership Dwindles As Subway Gains (233961) | |
 |
|
| Home > BusChat | |
[ Post a New Response | Return to the Index ]
|
Page 5 of 8 |
||
|
| (234292) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by Osmosis Jones on Sat May 28 21:32:35 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JAzumah on Sat May 28 20:11:53 2011. 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.What a dumb idea, if you want to attract airport workers then serve the poorer Northern part of Staten Island. |
|
|
| (234293) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by Osmosis Jones on Sat May 28 21:34:02 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by checkmatechamp13 on Sat May 28 17:10:53 2011. I'd give the S89 the B103 treatment and extend it to Tottenville (cutting the S59 back to Hylan Boulevard) with expanded service and see how that pans out. |
|
|
| (234294) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by Osmosis Jones on Sat May 28 21:34:23 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by checkmatechamp13 on Sat May 28 17:15:13 2011. yes |
|
|
| (234295) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by Osmosis Jones on Sat May 28 21:36:51 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by 5301 Fishbowl on Sat May 28 20:12:06 2011. That statement is only acceptable from people who can afford owning and maintaining a car in New York City.Huh, that's what I said in the first place, that it's if you can afford it. |
|
|
| (234297) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by checkmatechamp13 on Sat May 28 21:46:42 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JAzumah on Sat May 28 20:11:53 2011. For 8th Street, you just have to get off Rt. 440 at the first exit and then go on residential streets for a couple of blocks to reach the station. For 34th Street, the S89 has to spend 5 more minutes on Rt. 440 (increasing the possibility of delays).As far as the mall goes, I know which mall you are talking about, and I highly doubt anybody is using the S89 to get there (and the few people that are can take the HBLR 2 stops to 34th Street). As far as being walkable, yes it is within walking distance but it isn't designed to be walkable: You have to cross a large arterial (Rt. 440) and then walk across a large parking lot to get to many of the stores. In fact, I think that, if the S89 must serve 34th Street, it might be better off stopping at 8th Street, and then using Broadway to get up to the 34th Street HBLR station. It might add a little bit of travel time, but it would serve 2 functions: It would get riders to the HBLR as fast as possible, and it would serve a commericial strip in Bayonne (it would also serve the Bayonne Medical Center, which it doesn't do from Rt. 440) |
|
|
| (234298) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by checkmatechamp13 on Sat May 28 21:48:13 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 21:32:35 2011. The express bus idea isn't a bad idea: It could attract travelers who want a comfortable ride to Newark Airport.However, I do agree with you that a simple extension of the S40 would probably attract the most riders (though not necessarily as much revenue as an express bus) |
|
|
| (234299) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by BrooklynBus on Sat May 28 22:07:46 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by dkupf on Sat May 28 03:46:01 2011. David, just for the record, a few corrections to what you just said.The proposals from my master's thesis involved all of Brooklyn. The proposals from City Planning only involved Southwest Brooklyn. While some of the City Planning Proposals may have resembled some from my Master's thesis, they were definitely not the same. Modifications were made resulting from Origin / Destination survey data of 8,000 riders. The MTA accepted only about 25% of the proposals, not half. Several of my 1972 proposals were also adopted years later simply because they were so obvious, except that it took took the MTA many years longer to coincidentally come to the same conclusions. They had no idea that I also proposed for example: extending the B61 to Long Island City, extending the B38 to Metropolitan Avenue; extending the B57 down to 9th Street to replace the B75 and extending the B77 along 9th Street (which became the B61) which was finally done last year. I was hired by the Department of Buses (then called Surface) not transfered to it. I was transfered to Operations Planning and then to a number of other departments during my 25 year career. I never worked for MetroCard Operations. At the NYMTC presentation which I wish had been recorded, the MTA representative actually came over to me privately and congratulated me on a job well-done. (He left the MTA a few months later.) It was the representatives NYCT Operations Planning who were furious and were pacing around nervously. |
|
|
| (234303) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by BrooklynBus on Sat May 28 22:37:16 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by B49 Limited on Fri May 27 18:22:03 2011. When I was head of Bus Planning in 1981, the problem was that we had no power when it came to route changes. All I could really do was change bus stops and destination signage. Bus Transportation had the final say in route changes, and their attitude was "If it ain't broke, why fix it?" That was literally their response to every route change proposal I ran past them. I couldn't even get them to cut routes! When I tried that, their response was: "But people depend on us." The only types of changes they would make were if you pointed out a safety problem.In the summer of 1981, Rapid Transit Operations Planning and the Surface Planning Department I headed were combined to form "Operations Planning". The following year, it was placed under Planning and Budget. Now the Transportation people at Buses lost most of their power, and the Budget people now had the final word. Several years later, Scheduling also moved from Bus Transportation to Operations Planning leaving Buses to handle only maintenance day to day operations. In 1978, the day when my bus proposals were adopted, the TA decided to also inaugurate the B50 (now B82), which they had received a franchise for three years earlier, but never operated. It was a totally new service. Today, a route like that would never be implemented, because then there was no requirement that any new service must also involve a discontinuance of service somewhere. That became the rules Operations Planning had to live with once they came under the Office of Management and Budget. So yes OP is not completely to blame. They are forced to operate under bean counters who do not have the vaguest idea about what constitutes good route planning theory. Even if you have good ideas, the MTA does not want to hear them when it involves route planning. Pushing those ideas will only hurt your career. In 2006, I attended an Employee Suggestion Program Ceremony whereby the MTA awards money to employees making good suggestions. Dollar awards can be in the thousands if it saves the MTA money. A simple change to a manufacturing process can earn you $25,000 or more if it saves the MTA millions. Hundreds of employees were honored at the ceremony. Some departments had between 10 and 25 winners. Operations Planning only gave out 2 awards and probably rejected hundreds of submissions. I submitted about 50 myself, all of which were rejected, some for the most ridiculous and conflicting reasons. OP is just not open to new ideas. I wouldn't call the bus system "horrible." It is a great system compared to other cities, but it is operating as your teachers used to say: "far below its potential." |
|
|
| (234304) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by BrooklynBus on Sat May 28 22:42:08 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by TheHat on Thu May 26 15:18:35 2011. I think it was William Ronan (the first MTA head) who said that all the trains would run on time if it wasn't for those damn passengers. |
|
|
| (234305) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by BrooklynBus on Sat May 28 22:50:29 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 21:15:12 2011. Maybe additional routes need to go over the Verrazano. |
|
|
| (234306) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by BrooklynBus on Sat May 28 22:56:51 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Q101 E. MIDTOWN 2 AV on Thu May 26 17:55:00 2011. Someone once suggested to me that the route use Washington instead of Vanderbilt. Maybe that should also be studied. |
|
|
| (234307) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by BrooklynBus on Sat May 28 23:07:32 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by B49 Limited on Thu May 26 17:19:23 2011. Rerouting the B69 from Downtown Brooklyn to Williamsburg Plaza was another suggestion from my 1972 Master's Thesis, as was combining the old B62 with the old B47 which they eventually did to form the B43. I also proposed combining the B40 with the B78. Again, they had no idea that I also proposed both of those thirty years before they thought of either of them.Hey, maybe in another hundred years they will realize the rest of my ideas are also good ones. |
|
|
| (234308) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by Osmosis Jones on Sat May 28 23:12:04 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Sat May 28 23:07:32 2011. You are genius if you thought of that before Park Slope, Fort Greene, and Williamsburg became what they are today. |
|
|
| (234309) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by BrooklynBus on Sat May 28 23:12:24 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by TheHat on Thu May 26 15:30:02 2011. I don't buy the argument of fare collection at all. Prior to 1969, when the bus drivers used to make change, dwell times were much greater than they are today and ridership I believe was higher than today. It certainly was in the late 1940s and 1950s. |
|
|
| (234311) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by BrooklynBus on Sat May 28 23:19:06 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by TheHat on Thu May 26 21:05:43 2011. The master plan is that they lose money for every bus passenger they carry, so if they carry fewer passengers and adjust service accordingly they will lose less money. They care nothing about passenger convenience or travel time. If they eliminate a bus route and those people now have to take three trains instead of one bus and it takes longer for them to do that, they would rather that be the case just so they can save money by not operating the route. They don't see that the purpose of bus routes should be to enhance the connectivity between neighborhoods and that increasing service attracts new ridership. They believe bus ridership is fixed regardless of service provided. |
|
|
| (234312) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by BrooklynBus on Sat May 28 23:22:46 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Thu May 26 22:36:02 2011. That's only in certain cultures. |
|
|
| (234315) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by BrooklynBus on Sat May 28 23:26:25 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by NJT Morris Rider on Fri May 27 21:32:09 2011. I believe in certain cultures like among the Haitians you are considered to be in a higher social class if you ride a van instead of a bus which explains some of the popularity of the dollar vans in those communities. |
|
|
| (234316) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by LRG5784 on Sat May 28 23:30:41 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Sat May 28 22:37:16 2011. Definitely agreed with the last line. |
|
|
| (234318) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by BrooklynBus on Sat May 28 23:50:31 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 23:12:04 2011. Thanks for the compliment. Maybe not a genius but certainly way ahead of my time.I had to dig out my thesis to check because I didn't even remember what I proposed because it was so long ago. My thesis was that the bus routes were outdated based mainly on an obsolete trolley system. For example: my rationale was that it no longer made sense to run three routes along Flushing Avenue. It made sense when they all ran over the Brooklyn Bridge as trolley lines to Park Row, but not after they were cut back to High Street which shouldn't be a terminus for anything. So I ran the B57 down Jay and Smith and discontinued the B62 Flushing Avenue portion and made it a through north-south route (today's B43.) The third route along Flushing was the B69. It just seemed to make more sense and easier to plan trips if it continued to Williamsburg Plaza so I proposed it. (I also redid the entire bus numbering system in my thesis which also is outdated.) I also proposed extending the B11 to continue east of 18th Avenue but proposed extending it much farther and on an alternate route. In 1975, I suggested it only be extended to Coney Island Avenue initially to see how it worked out. I never envisioned that it would change the complexion of the entire Midwood area when the change was made in 1978. Shortly thereafter Orthodox Jewish community spread from Borough Park to Midwood, and I am convinced the B11 was a major factor since before 1978, the trip from Borough Park to Midwood required three buses instead of one. |
|
|
| (234319) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by BrooklynBus on Sun May 29 00:12:14 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BusMgr on Thu May 26 10:48:27 2011. Most of what you say is true but some is not. Even when passengers boarded with only a dime or a dime and a nickel, boarding was actually slower than today, not quicker because prior to 1969 over half the passengers required change which the driver had to make. As the fare rose, more and more coins were required slowing boarding times even more.Also, when buses had a narrow aisle and 53 seats, internal circulation was poorer than today, not better. |
|
|
| (234320) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by BrooklynBus on Sun May 29 00:13:08 2011, in response to MTA Bus Ridership Dwindles As Subway Gains, posted by Gold_12th on Thu May 26 03:36:39 2011. Other points not mentioned are undercounting of bus passengers due to buses operating with broken fareboxes when buses used to be taken out of service for that reason, and the large number of fare evaders since bus drivers no longer challenge riders who do not have the correct fare and just let them board. |
|
|
| (234321) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by BrooklynBus on Sun May 29 00:33:21 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BusMgr on Thu May 26 10:48:27 2011. Wheelchairs have also slowed bus speeds and have made buses less reliable. |
|
|
| (234322) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by checkmatechamp13 on Sun May 29 01:12:34 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Sun May 29 00:13:08 2011. But doesn't the driver press the "F5" or "5" button if a fare evader comes on, so they still get counted? Or do some drivers avoid doing so for fear of punishment? |
|
|
| (234323) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by Hank EisenStein on Sun May 29 02:30:57 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JAzumah on Sat May 28 20:01:39 2011. Then why was it cancelled? |
|
|
| (234324) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by Hank EisenStein on Sun May 29 02:35:15 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 20:28:10 2011. Me too. But for my five-day-a-week transportation to and from my job, I'm taking the bus. I used to have a commute that required a car, and took nearly two hours each way. Driving during those times was stressful and nearly deadly.But you don't drive anywhere, so what do you do? |
|
|
| (234325) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by Grand Concourse on Sun May 29 02:55:51 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 21:36:51 2011. So if you can afford a car, then good for you. |
|
|
| (234326) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by JohnnyMints on Sun May 29 06:06:08 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 00:32:51 2011. I'll tell ya something: the seats on those commuter cruisers at the MTA and NJT are a hell of a lot more comfortable than the long-distance cruisers used by most other companies, at least IMO...I rode Bolt Bus yesterday from Baltimore to Newark and while it was generally a pleasant ride (not too many people aboard so I had a little room to spread out) I kept sliding down in the leather seat. The armrest in between the two seats was a nice touch though... |
|
|
| (234327) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by TheHat on Sun May 29 06:06:46 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Sat May 28 22:42:08 2011. I knew I eard that somewhere, now I know I heard from you a couple of years ago. You are and will always be a legend in MTA and NY public transit in my book. |
|
|
| (234328) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by TheHat on Sun May 29 06:11:12 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Sat May 28 23:12:24 2011. Same here there is a lot of time in the wrong places in x-routes out of YON and not enough time wher there needs to be. I blame OP for a large percentage of issues in YON. I think the MTA is intiating an excuse to go to the smart card system, thus inflating their budget again. |
|
|
| (234329) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by JohnnyMints on Sun May 29 06:11:59 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by NJT Morris Rider on Sat May 28 00:38:32 2011. The key difference is that those people are headed to Manhattan. NJ Transit routes like the 163, 164 and 190 are VERY well patronized on weekends (often with standees) and those routes wind through some pretty well-to-do areas (especially Ridgewood and Glen Rock).Local travel on those routes are generally done by those without ready access to a car. But even still, I've known a few people who travel or commute within Bergen County by bus from time to time even though they have access to a car. |
|
|
| (234330) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by TheHat on Sun May 29 06:12:15 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Sat May 28 23:19:06 2011. That is the conclusion I came to. |
|
|
| (234331) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by JohnnyMints on Sun May 29 06:13:04 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 21:11:20 2011. I sure as hell don't go to Jersey oftenWhat is that supposed to mean...??? lol j/k ;-) |
|
|
| (234332) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by JohnnyMints on Sun May 29 06:35:18 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JAzumah on Fri May 27 16:43:34 2011. I definately like the way you think...NJT is able to use their NYC routes (particularly their commuter network) to SUBSIDIZE their local system. Not a single operating subsidy dollar is used to operate the NYC network. Is this true??? I know many, if not most, of the NYC routes are heavily traveled but didn't know they actually turned a profit. The fact that NJT allows local travel on the NYC routes probably helps a great deal since there's no "need" for a seperate, local bus system like on SI or the other boroughs; the NYC routes and local routes both form the same system. |
|
|
| (234333) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by LRG5784 on Sun May 29 06:39:39 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Grand Concourse on Sun May 29 02:55:51 2011. +1 |
|
|
| (234335) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by 5301 Fishbowl on Sun May 29 07:54:11 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Sat May 28 23:50:31 2011. The only thing I ever proposed (for fun) was to have the B-11 (after it was extended to Canarsie in 1978) run via East 80th/Avenue L rather than on Flatlands Avenue like it did at the time...of course it was eventually scaled back to Flatbush/Nostrand... |
|
|
| (234342) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by BrooklynBus on Sun May 29 10:57:20 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by TheHat on Sun May 29 06:06:46 2011. Thank you so much. You've made my day.It is so nice to get some recognition after all these years years. The MTA always tries to make their employees feel they are a bunch of idiots rather than recognizing genius. I got on the bus yesterday and a bus driver whom I did not know greeted me with "How are you doing chief?" I'm wondering if he knows about me. (Maybe my reputation is finally getting around.) That greeting was especially meaningful to me because that's how my chief dispatcher who reported to me when I was hired used to greet me. He disliked me at first but then we became great friends until he passed away four years later. He taught me a lot. I still miss him. |
|
|
| (234343) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by BrooklynBus on Sun May 29 10:59:01 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by 5301 Fishbowl on Sun May 29 07:54:11 2011. I actually proposed almost the same thing, but I moved the B6 to Avenue L. |
|
|
| (234344) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by BrooklynBus on Sun May 29 11:01:21 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by checkmatechamp13 on Sun May 29 01:12:34 2011. Don't know, but I was talking mostly about those entering through the back door who he may not see. Also, not all bus drivers are that diligent to press a button every time. |
|
|
| (234345) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by AMoreira81 on Sun May 29 11:08:50 2011, in response to MTA Bus Ridership Dwindles As Subway Gains, posted by Gold_12th on Thu May 26 03:36:39 2011. I'd want to see how much of the decline is in express buses versus local buses, however. That may be a case of classic economics. |
|
|
| (234346) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by AMoreira81 on Sun May 29 11:09:21 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Thu May 26 22:36:02 2011. Outside of Greater NY, that is the case. But this is NYC. |
|
|
| (234347) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by Q101 E. MIDTOWN 2 AV on Sun May 29 11:24:48 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Sat May 28 22:56:51 2011. Actually, that might be a good idea for better access to the Clinton-Washington Stations, and the Brooklyn Museum. |
|
|
| (234348) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by NJT Morris Rider on Sun May 29 11:42:34 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 02:59:24 2011. Stop posting here, bus-hater. |
|
|
| (234350) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by JAzumah on Sun May 29 12:30:42 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank EisenStein on Sun May 29 02:30:57 2011. I could sustain the MTA splitting the traffic. You can sustain 5 round trips per day on that route with 150 passengers. The MTA diverted enough traffic to make the route collapse. |
|
|
| (234351) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by JAzumah on Sun May 29 12:31:04 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JAzumah on Sun May 29 12:30:42 2011. *should be can't |
|
|
| (234352) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by JAzumah on Sun May 29 12:32:42 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JohnnyMints on Sun May 29 06:35:18 2011. It is definitely true...ask NJT. |
|
|
| (234354) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by JAzumah on Sun May 29 12:38:48 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 21:32:35 2011. You think that making a stop at a location that buses already pass by is "dumb"? It's called "breaking the ice". What is cheaper: a new route for the airport or having the X17J and X22 stop there? I'm sure that you have an idea of how many routes would be able to connect with that extension. Connecting traffic is going to drive demand on the first route. Are more connections possible using the X17J or the S40? |
|
|
| (234355) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by checkmatechamp13 on Sun May 29 12:58:04 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JAzumah on Sun May 29 12:38:48 2011. The problem is that looping through Newark Airport would delay Manhattan-bound passengers by roughly 15 minutes.As far as connections go, the S40 does have a lot of connections: It connects with the routes in Port Richmond, as well as with the S46 and S48, which the X17 does not. |
|
|
| (234356) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by The Flxible Neofan on Sun May 29 13:12:41 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by checkmatechamp13 on Sat May 28 17:33:18 2011. I think so...NJT has this "continuing trip transfer" policy on the routes that formerly went to PHiladelphia. I'm not sure if they pay an extra fare or not to get the transfer for the next bus heading to Philadelphia at the Transportation Ctr.I know the Philly to Camden fare is much cheaper on PATCO than it is on NJT. |
|
|
| (234358) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by checkmatechamp13 on Sun May 29 13:45:45 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by The Flxible Neofan on Sun May 29 13:12:41 2011. Actually, I think that if those people have a zone pass, they actually save money by transferrring in Camden. |
|
|
| (234359) | |
Re: MTA Bus Ridership Dwindles As Subway Gains |
|
|
Posted by mike nash on Sun May 29 13:56:44 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Sat May 28 22:07:46 2011. I quess most of your proposal were done to save money but in to long run they were service improvement. as for the 6 via ave L i quess the dot co-oped that into the b103, but it took to mta bus to get full use out of it. |
|
|
|
Page 5 of 8 |
||