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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by 5301 Fishbowl on Sun May 29 17:17:30 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Sun May 29 10:59:01 2011. I figured it was easier to put the B-11 on Avenue L since people were used to the B-6 being on Flatlands after so many years... |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by 5301 Fishbowl on Sun May 29 17:18:24 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by AMoreira81 on Sun May 29 11:09:21 2011. Exactly... |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by 5301 Fishbowl on Sun May 29 17:22:30 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. The Metrocard system is slow with the requirement to dip the card (the sliding method is much better).I find the "sliding method" to be much less reliable than the "dipping" method... I see people having to re-swipe at subway turnstiles far more often than having to re-dip on the buses... |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by LRG5784 on Sun May 29 18:40:37 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by 5301 Fishbowl on Sun May 29 17:22:30 2011. Sometimes it takes the card forever to come back out of the firebox, for what it's worth. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by LRG5784 on Sun May 29 18:41:44 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by 5301 Fishbowl on Sun May 29 17:22:30 2011. Sometimes it takes the card forever to come back out of the farebox, for what it's worth. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by LRG5784 on Sun May 29 18:44:19 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by 5301 Fishbowl on Sun May 29 17:18:24 2011. Seconded. In Long Island, the frequency of some of the low-used LI Bus lines with hour and/or half-hour frequencies signifies the demeanor of the passengers who use those lines: low-class poor people. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sun May 29 19:03:49 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Sat May 28 22:50:29 2011. I just think that the S93 should be extended to Staten Island Mall. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sun May 29 19:06:53 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Sat May 28 23:50:31 2011. I like your B11 Georgetown idea a lot, but I wonder why the MTA didn't. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sun May 29 19:08:03 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank EisenStein on Sun May 29 02:35:15 2011. I take the subway then have to pick my poison among the Q39 or Q67. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sun May 29 19:08:26 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Grand Concourse on Sun May 29 02:55:51 2011. Finally you get it. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sun May 29 19:12:33 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JohnnyMints on Sun May 29 06:06:08 2011. I think the Greyhound seats are exactly the same, I haven't ridden Bolt Bus though so I'll take your word on that. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sun May 29 19:13:33 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JohnnyMints on Sun May 29 06:13:04 2011. Nah I'm j/k Jersey's cool... south of Trenton lol. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sun May 29 19:15:02 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by AMoreira81 on Sun May 29 11:09:21 2011. Ask people in Westchester or Nassau who rides the buses & what they're for. Nassau's higher income population definitely has the affluence to stop the privatization of Long Island Bus, but they just don't care. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sun May 29 19:15:31 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by NJT Morris Rider on Sun May 29 11:42:34 2011. I just hate commuting on buses, I like fanning buses for fun though. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by AEM-7AC #901 on Sun May 29 19:15:33 2011, in response to MTA Bus Ridership Dwindles As Subway Gains, posted by Gold_12th on Thu May 26 03:36:39 2011. I'm nearly tempted to say that at $2.25*, for some pay-per-ride customers, the combination of waiting for the bus and riding it at such a "high" cost means that for certain shorter trips, it may make far more sense to simply walk, take a bike, or simply not go. In other cases, it may even pay to simply take a car service to have a faster and more direct route.FWIW, in Cambria Heights, it was faster to drive to 179th Street and hop the train there than to take the bus. *One could argue that one-fare zone for the entire city is now killing off some of the marginal ridership and that maybe NYCTA should go to zoned fares like nearly every other large European system. Hell, NYCTA and LIB are kinda cheap when compared to say BVG in Berlin or RATP in Paris, especially for those coming from the extremes of the network going to the core... |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Sun May 29 19:23:15 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JAzumah on Sun May 29 12:38:48 2011. Buses to airports are mostly catered to lower-income airport workers, and your idea doesn't take that into account. Pretty much anywhere north of Forest Avenue and the Stapleton/Park Hill area are the places you want to cater a bus to the airport to taking that into account, and although I think the S48/S98 would be the best route to the airport, even the S40/S90 would be more convenient to those areas than the X17J (sheesh, you could have at least said the X30).It's called "breaking the ice". It's not breaking the ice if the routes you want to send there aren't the ones you'd think would attract the most ridership. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by LRG5784 on Sun May 29 20:07:14 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sun May 29 19:03:49 2011. Extend the S93 to the mall and college students would not be very happy waiting for a bus dealing with bumper to bumper traffic during rush hours between Richmond Avenue and the college entry. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by 5301 Fishbowl on Sun May 29 20:12:59 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by LRG5784 on Sun May 29 18:44:19 2011. In addition, it's the young people who haven't gotten their drivers licenses yet but don't want their parents to drive them to the mall... |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by LRG5784 on Sun May 29 20:16:44 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by 5301 Fishbowl on Sun May 29 20:12:59 2011. You'd be better off walking to Richmond Avenue for bus service to the mall, or you could use the Forest Hill Road exit of the school and take the S61. But extending the S93 anywhere west of CSI is a bad idea to say the least. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by 5301 Fishbowl on Sun May 29 20:20:01 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by LRG5784 on Sun May 29 20:16:44 2011. I was just referring to bus routes in general, that in addition to low income people riding there are the teenagers going to the malls, whether it be on Long Island or Staten Island... |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by 5301 Fishbowl on Sun May 29 20:26:05 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Sat May 28 23:12:24 2011. The difference now is that it seems that nowadays people have the attention span of gnats... case in point: the popularity of the dollar vans... before the 1980's, people had patience and had the ability to wait for buses, knowing damn well that they couldn't very well run every 30 seconds...but all of a sudden people needed instant gratification and I guess the illegal vans filled those needs... |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by LRG5784 on Sun May 29 20:53:34 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by 5301 Fishbowl on Sun May 29 20:20:01 2011. I see what you mean. But what about those who have parents that have cars but don't want to drive their kids to the mall? One of my friends lives by the S61 route and usually takes the bus to the mall which is about 12 minutes away whenever she goes...her parents almost never drive her to the mall because either 1. her mom's not home to drive her, or 2. her parent's don't feel like driving her to the mall.... |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by BrooklynBus on Sun May 29 21:24:12 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by mike nash on Sun May 29 13:56:44 2011. I don't know much about the B103, but I'm in Canarsie every day now and it always seems to have only 2 passengers in it. Does anyone ride that route? |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Bill from Maspeth on Sun May 29 22:27:02 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Sun May 29 21:24:12 2011. It doesn't do much business in Canarsie because it is a long indirect route toward downtown Brooklyn, but as it gets farther east it does pick up. I rode it one Sunday afternoon a few weeks ago. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by NJT Morris Rider on Sun May 29 22:34:40 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Bill from Maspeth on Sun May 29 22:27:02 2011. There's gotta be a reason they increased service on it. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Bill from Maspeth on Sun May 29 22:47:05 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by NJT Morris Rider on Sun May 29 22:34:40 2011. It picks up a lot along the way destined for Flatbush/Nostrand. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by checkmatechamp13 on Sun May 29 22:54:37 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by LRG5784 on Sun May 29 20:16:44 2011. I agree that there is often a lot of traffic west of CSI (though, for some reason, I see it more eastbound than westbound). While I disagree that the S93 should go to the SI Mall, I do think that, at the very least it should go to Richmond Avenue to offer a connection to the Richmond Avenue routes.I think that the best thing would be for it to travel via Richmond Avenue->Goethals Road North->South Avenue, and then terminate in Arlington with the S48/S98. This would provide that area with direct service to Brooklyn (in addition, the S53 would provide the full-time link between Mariners' Harbor and Brooklyn if my S46 split proposal was implemented) |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by checkmatechamp13 on Sun May 29 22:56:13 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Sun May 29 21:24:12 2011. I remember seeing it on a Sunday a few weeks ago, and most of the seats were filled when it was in Downtown Brooklyn (by Brooklyn Borough Hall) |
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Posted by JAzumah on Sun May 29 23:34:34 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by checkmatechamp13 on Sun May 29 12:58:04 2011. They would accept hourly or bi-hourly off-peak service through EWR. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by JAzumah on Sun May 29 23:58:41 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sun May 29 19:23:15 2011. You can't send the S40 or S48 to the airport at this point unless you want to kill the ridership on those routes. Those buses are the primary routes in their respective areas. The airport can and does kill the B15's reliability. The M60's irregularly does not destroy 125 Street because it is not the primary 125 Street route.The notion that low-income workers can't pay $5.50 one way is ridiculous. The key is to open up access to jobs that have higher pay scales. An express bus that already exists is easier to modify than a new one. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by hound on Mon May 30 00:20:44 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Sun May 29 00:13:08 2011. I don't. I tell them to find change. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by checkmatechamp13 on Mon May 30 00:50:03 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JAzumah on Sun May 29 23:58:41 2011. It doesn't necessarily have to be every bus. The S40 runs roughly every 15 minutes throughout the day, so sending every other bus to Newark Airport would provide a decent frequency for riders destined for the airport, while helping with airport-related delays. |
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Posted by dkupf on Mon May 30 00:52:59 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by BrooklynBus on Sat May 28 22:07:46 2011. They shut out ideas for improvements during the Southern Brooklyn TIS by inventing half-truths and outright lies.Another idea that was yours was operating the northbound B49 via Voorhies Av. An idea that was in your Master's Thesis but a community idea was extending the B5, now part of the B82, from 25 Av-Cropsey Av to Coney Island. Unfortunately, it was only extended to Canal Av. The extension into Coney Island was not done until years later, long after the B5 was merged with the B50 to create the B82.. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by dkupf on Mon May 30 00:55:19 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank eisenstein on Sat May 28 11:12:33 2011. My bad. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by dkupf on Mon May 30 00:59:03 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by LRG5784 on Sat May 28 09:19:48 2011. Yes. There's only a need for one route on Rockland Av south of Brielle Av, and the riderhip data proves this. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by dkupf on Mon May 30 01:07:19 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by checkmatechamp13 on Sat May 28 17:12:40 2011. No, that the local fare is what lured express riders from the BM2 to the B103. |
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Posted by dkupf on Mon May 30 01:26:41 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by TheHat on Sun May 29 06:12:15 2011. Futher proof that those who work at OP are incompetent and don't care about the riding public.And, that BrooklynBus is the one to retrain them into thinking otherwise. |
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Posted by dkupf on Mon May 30 01:38:00 2011, in response to MTA Bus Ridership Dwindles As Subway Gains, posted by Gold_12th on Thu May 26 03:36:39 2011. Had OP implemented the changes featured on http://brooklynbus.tripod.com/ most of the cuts in southern Brooklyn would not have happened. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank EisenStein on Mon May 30 03:28:41 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Sat May 28 21:26:25 2011. The 67 (old 106) didn't do that; it followed the 57 (old 106/111) path to Victory, then took Victory to the Ferry.The 44 and 46 are both very convoluted routes; the difference between the two to reach Jewett Ave along their respective routes is six minutes @4:00, in favor of the 44 (for the 94/96, it's five minutes in favor of the 94 @4:30). Hardly worth the effort of swapping the terminals, given the expenses involved. Non rush hours, the difference is TWO minutes. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank EisenStein on Mon May 30 03:30:30 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JAzumah on Sun May 29 12:30:42 2011. From the information I read, the 144 was incredibly unreliable, and that's why the MTA service was demanded. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank EisenStein on Mon May 30 03:37:02 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by checkmatechamp13 on Mon May 30 00:50:03 2011. But the delays would be incurred for the return trip; so instead of having reliable 15-minute service in both directions, you get a scheduled bus every 30, and the bus from the airport whenever it can get itself there. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank EisenStein on Mon May 30 03:41:38 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by checkmatechamp13 on Sun May 29 22:54:37 2011. The problem is the reliability of service between Richmond Ave and CSI. I've had it take 30 minutes to go that distance in my car OUTSIDE rush hour. I've walked it in less.Part of the problem is the poor design (due to its unfinished nature) of the Victory Blvd entrance/exit to the Willowbrook Expressway. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank EisenStein on Mon May 30 03:43:22 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by LRG5784 on Sun May 29 18:41:44 2011. Chicago's turnstiles use the same equipment and fare media, but they dip there. A much more reliable read, and much harder, IMO, to be tampered with. The problem, of course, is more moving parts. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Mon May 30 04:14:25 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JAzumah on Sun May 29 23:58:41 2011. You can't send the S40 or S48 to the airport at this point unless you want to kill the ridership on those routes. Those buses are the primary routes in their respective areas. The airport can and does kill the B15's reliability. The M60's irregularly does not destroy 125 Street because it is not the primary 125 Street route.I don't get you. You're against extending the S40 and S48 because of reliability, but you want the X17J and X22 (which already both deal with traffic on I-95, the Lincoln Tunnel, and Midtown Manhattan) through them. It's a silly reason anyway, if reliability would be such an issue past South Avenue, then simply put a dispatcher at that location and short-turn certain trips there. The S48 is already the highest-ridership route to St. George without Newark Airport, so utilization of the short-turn trips also shouldn't be an issue. The notion that low-income workers can't pay $5.50 one way is ridiculous. The key is to open up access to jobs that have higher pay scales. An express bus that already exists is easier to modify than a new one. I didn't say that, I said that your idea doesn't cater to low-income workers. Who from Mariners Harbor is going to take the S48, then S59 to the Expressway just to backtrack on the X17J? |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Osmosis Jones on Mon May 30 04:19:03 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank EisenStein on Mon May 30 03:28:41 2011. The 67 (old 106) didn't do that; it followed the 57 (old 106/111) path to Victory, then took Victory to the Ferry.The idea is still the same though, a Willowbrook Road bus to the ferry. The 44 and 46 are both very convoluted routes; the difference between the two to reach Jewett Ave along their respective routes is six minutes @4:00, in favor of the 44 (for the 94/96, it's five minutes in favor of the 94 @4:30). Hardly worth the effort of swapping the terminals, given the expenses involved. I'm suggesting swapping them because by the time the S46 gets to Castleton Avenue it's already packed, while the S44 seems to lose steam by the time it reaches Forest Avenue ferry-bound. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by JAzumah on Mon May 30 05:06:09 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank EisenStein on Mon May 30 03:37:02 2011. Maybe you ought to explain what happens at the Goethals Bridge during rush hours. I don't think it is clearly understood how bad the Goethals can be at night. The Newark Bay Extension is a piece of chocolate cake in comparison. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by JAzumah on Mon May 30 05:09:51 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Hank EisenStein on Mon May 30 03:30:30 2011. They were having trouble with the X16 at the same time and the X16 had only 80-100 fewer riders than the 144 (at the time). |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by JAzumah on Mon May 30 06:02:57 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Mon May 30 04:14:25 2011. I don't get you. You're against extending the S40 and S48 because of reliability, but you want the X17J and X22 (which already both deal with traffic on I-95, the Lincoln Tunnel, and Midtown Manhattan) through them. It's a silly reason anyway, if reliability would be such an issue past South Avenue, then simply put a dispatcher at that location and short-turn certain trips there. The S48 is already the highest-ridership route to St. George without Newark Airport, so utilization of the short-turn trips also shouldn't be an issue.Yes! Right now, the X17J and the X22 go right past the airport. At once an hour, it doesn't really matter which run goes through the airport. So, if bus 3 is scheduled to go through the airport and gets hammered, you can send bus 4 or 5 through to make the stop instead. The point is simply that for the price of 1-2 extra buses, EWR can be linked directly to Staten Island. The airport X17J buses could start at 42 Street & 5 Avenue instead of 57 Street. You are proposing a 30 minute headway on a new extension to Newark Airport which would have a running time of 20 minutes in each direction. You need a minimum of three additional buses to do this off-peak and four during rush hours. It cost the MTA around $120/hour to run a local bus. This is $240 per hour for that extension and they would recover 33% of that, reducing the cost to $160 per hour. That is $160 per hour x 20 hours, or $3,200 per day. The total cost of extending either the S40 or S48 would be $1,168,000 and yield ~60 pax/hour in ridership. I am proposing an initial trial using the X17J with a shortened Manhattan segment at one bus per hour. The cost of operating an express bus is around $200/hour. The new service will attract around 10 passengers/trip in the beginning, so the cost is reduced to $150/hour @ $5.00/pax. The service would cost $1,095,000 to operate before adding in overflow revenue from other X17J runs. The drawback is you would only generate 20 pax/hour in ridership initially, but the other X17J passengers can offset some of these costs if the airport buses are used to fill gaps. I didn't say that, I said that your idea doesn't cater to low-income workers. Who from Mariners Harbor is going to take the S48, then S59 to the Expressway just to backtrack on the X17J? As opposed to not making the trip like they do now? Is a three legged transfer easier or harder than no service? Is a $5.50 fare cheaper or more expensive than no bus at all? Should I throw out the connections made to the S44, S55, S56, S59, S61, S62, S74, and S79 because the service would not connect with it? Right now, they have a three leg transfer. They will yell and scream for an easier trip and that is when the S89 would be reconfigured for the purpose. You have to remember the organization you are dealing with and act accordingly. The MTA does read this board. You have seen that the MTA is actually doing budget neutral things. On the April 24 schedule, a whole bunch of X17Js start at the Eltingville Transit Center. They are part of the way to splitting off the southern portion during rush hours. The airport extension can be paid for by increasing peak headways from 5 to 7.5 minutes, saving 4 buses in the peak hour. The three airport X17Js could start at 42 Street & 5 Avenue for overflow protection and one bus would be a gap filler to maintain regular service. The airport buses could also serve Secaucus Junction. Your suggestion isn't paid for yet. Figure out a way to pay for it and it could happen. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank EisenStein on Mon May 30 14:01:16 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by Osmosis Jones on Mon May 30 04:19:03 2011. That's not the case at all, and hardly a good reason to swap the routes. The 44 along Richmond isn't used as much to connect to the Ferry, but to connect the mall to the North Shore community. The meandering route of the 44 is best for this purpose because it has a much larger catchment area than the 46. |
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Re: MTA Bus Ridership Dwindles As Subway Gains |
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Posted by Hank EisenStein on Mon May 30 14:07:55 2011, in response to Re: MTA Bus Ridership Dwindles As Subway Gains, posted by JAzumah on Mon May 30 05:06:09 2011. The Goethals can be a disaster; as well as the SI Expressway being clogged end-to-end. I'm a daily commuter on the 17J. Some days, the ride is easy, but at least once a week, it can take 30 minutes to cross the Goethals; if the SIE is ALSO backed up, it has taken over an hour to go from the Exit 13 tolls on the Turnpike to Richmond Ave. That's not even four miles. Even clearing the bridge, there's no good alternate routes to take. |
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