Why do we need to redesign our bus network?
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- Опубликовано: 22 июл 2024
- The MTA is always looking for ways to improve, including exploring new ways to keep our bus customers moving faster. For more information, visit new.mta.info/busredesign .
As a Bus Operator myself, I suggest creating Bus Route Pilot programs to several routes out daily per week to get feedback from the public, bus operators, and dispatchers. Also having an official on the bus to observe the challenges that new route faces. For example, ridership, traffic conditions, time point efficiency. Also for turns that are difficult to make for the bus.
It’s one thing to do it on paper and another thing to do it in person. To actually to see it and re-tweak the redesign as it goes along if necessary.
Could there please be a more direct bus link between Bushwick/Ridgewood & Forest Hills. It's ridiculous how much of a hastle it is going between two neighborhoods that are only 4 miles apart!
I’m just concerned that this isn’t widespread enough. There were barely any changes in the Bronx. And the routes are still circuitous. I also don’t see very many frequency changes.
Exactly the old Bx18 went from bad to worse
@@jaimepimentel1502 How did converting the Bx18 bus into a loop even worse?
The Queens Bus Redesign shows that the Bronx Bus Redesign is incomplete, and the Manhattan Bus Redesign when that begins will further illustrate that the Bronx Redesign is incomplete.
@@ahmadfrw1 the Manhattan one will be worse & The Bronx Redesign has been a disaster, but thank god they left the BxM Routes alone.
@@jaimepimentel1502 Here's the problem with Manhattan. You have 3 Local/Limited routes with 2 hour run times. They are the M3, M4 and M101 routes. By rule, no MTA Local route should exceed a 90 minute run time and a 17 mile length (the S78 is approximately 20 miles in length). This means a lot of straightening, splitting or altering of the North to South routes.
Also, because the Subway is there, Manhattan really cannot follow the "Local, LIMITED, SBS, Rush" format like Brooklyn and Queens can. In order to be successful, the MTA has to market the Manhattan North-South routes in a way that you would consider the bus for Lower Manhattan to Upper East/West Side or Harlem, Midtown Manhattan to Harlem/Washington Heights, and Upper East/West Side or Harlem to Inwood as the Subway should be used for Manhattan to The Bronx, Brooklyn or Queens.
Another way to market the Manhattan Bus network is to allow for bus routes to be created to eliminate the 2 transfer trips (such as those in Brooklyn along the (G) line who must make 2 transfers because they travel to Manhattan Local Subway Stations), allow for some routes to enter Queens (terminate at Queens Plaza), and improve on the Bronx connection from Upper Manhattan.
What people don't get is if the buses get to their destination on time. before The Bronx redesign, the bx36 barley made it to Soundview or GW Bridge on time. Most of those had to terminate on University ave or Parkchester and now that it goes on Tremont ave, some get to GW Bridge on time and some don't but when there is no school on the weekdays, they get to their destination on time and same with bx40 and bx42. Bx40 and Bx42 have been getting to their destination at River Park Towers and Throgs Neck on time a lot. The only time where is barley on time is on Fridays because is Friday. They be getting to River park towers/Throgs Neck 10 minutes or more before having to return to Throgs Neck/River Park Towers. IT IS IMPORTANT THAT THE BUSES GET TO THEIR DESTINATION ON TIME
The problem with the Redesign is the attempt to keep it cost-neutral. Bx15 buses have had 20 minute gaps at times since it was split in half.
The problem is the Senior Citizens and those looking to go to 125th Street in Harlem are forced to transfer, and also, a Bx15 customer who once transferred to a M1, M7, M10, M11, M15, M60 SBS or a M104 is now forced to transfer to a M125 to go along 125th Street or a Bx15 along 145th Street in Manhattan. The additional transfer forces people to take other ways if they are able (such as a Crosstown bus to Grand Concourse and transfer to the (D) train if they can walk) which will eventually lead to less service on the Bx15 (lower ridership) or make extra transfers. Not only that, Bx15 customers who once had a direct transfer to the M60 SBS to LaGuardia Airport will now be forced to take a "middle bus" called the M125.
What about cleaning the dirty inside busses? Gps tracker to busses, we don't need 3 or 4 buses at the same time, then waiting 1h for next bus. What about vaping inside the busses? What about security for the riders?
These are all separate issues from redesigning the bus routes
@@TheRailLeaguer yes, but that issues are more important, what is the point of "re design" if all the issues mentioned above still exist?
@@f.c1658 Those are addressed separately as the routings themselves are the ones that need a redesign.
Nice for both workers of the Bus network to redesign our buses in the boroughs of New York! : )
No it is not nice, it's really a bus service in disguise.
@@jaimepimentel1502 Oh. : )
When will the Queens Bus Network Redesign launch
We don't want the redesign in queens it's going to be a disaster
@@DANNYN224 It will come out soon
@@DANNYN224 exactly.
Next year. We still have to do the final plan rough draft. This redesign plan will help improve service and close connectivity gaps in areas that are unreachable by subway. The QBRN is a must and it will be moved forward. Ignore all of the haters, naysayers, and fear-mongers.
@@TransportationHub When is Brooklyn Bus Redesign
Once the MTA returns to Staten Island to redesign the Local bus network, there will be strong suggestions to follow the Brooklyn/Queens format of "Local/LIMITED/SBS/Rush" especially with many routes going to/from the St. George Ferry. Staten Island is a different Borough as it borders the State of New Jersey and there's major destinations in New Jersey such as Jersey City (need to increase service to the S89), Newark, Newark Liberty International Airport, Elizabeth, Perth Amboy (for connection to NJ Transit trains to the Jersey Shore), and Metropark AMTRAK/NJ Transit/
The problem with the Queens Redesign is that the first draft, there was a QT format which confused the people, the routes weren't as beneficial as most fed into Downtown Jamaica or Flushing, people are still making multiple transfers, and the people are more inconvenienced (those who take the Q43 to the (J) and (Z) trains were forced to use a QT36 to Merrick/Archer, transfer to a bus along Jamaica Avenue to Parsons Blvd).
The current Queens Bus Redesign Draft emulates the current Queens Bus Network with only a few tweaks and route consolidations. While the changes to the Q25 and Q65 were praised, there were some which should've stayed with the first Redesign (such as the Q65) while strongly supporting the elimination of the necessary transfer in Downtown Jamaica (such as the Q25 extension via Merrick Blvd). On both drafts the Q44 SBS is getting extended to Fordham Plaza, which helps with the Bronx end, especially those who are near the (1), (4), (B) and (D) lines as the Q44 SBS only connects with the (2), (5) and (6) lines. People are fighting to have the Q50 service Co Op City at All Times.
No matter which Draft of the Queens Redesign, Queens is forced to wait for Brooklyn to have their Draft Plan so that Queens can see what needs to be done with their network in regards to improving overall service and elimninating the "middle bus". People would rather the B41 SBS travel from Downtown Brooklyn to Rockaway Park and the B81 Local travel from Red Hook to Rockaway Park than have a short "go-nowhere" Q35 RUSH from Rockaway Park to Flatbush Junction where people are forced to transfer. Then considering people want to go from Coney Island, Sheepshead Bay, Brighton Beach and Manhattan Beach to the Rockaways, the Brooklyn Redesign should consider extending the B36 to Kings Plaza and create a new B75 (extending the B74 to Kingsboro Community College) from Kingsborough Community College to Kings Plaza. On the Queens end with the Q51 SBS, there's going to be demand for a sister route called Q81 SBS from Gateway Mall to Rosedale LIRR Station via Rockaway Blvd and North/South Conduit Avenue. There 's going to be a need for the B12 and B25 to extend to Ozone Park mainly to link with new Queens routes (via Rockaway Blvd) to Green Acres Mall and Southeast Queens areas. In Brooklyn, the B82 SBS will need 2 sister routes, one called a B85 SBS from Spring Creek or Howard Beach - Cross Bay Blvd to Coney Island and the other called B88 SBS from Spring Creek or Howard Beach - Cross Bay Blvd to Bay Ridge (as a faster and more direct version of the B8). The proposed B55 SBS is definitely going to happen, however there will be a need for more Eastern Queens routes to connect in Spring Creek and at New Lots Avenue (3) Station.
Then, in the Astoria area of Queens, there's a need for routes with a "Bx" or "M" prefix as to service the Bronx and Manhattan respectively. The main reason is the Subway is Manhattan bound, the M60 SBS is merely a 125th Street Crosstown line in Harlem and limits people from the Washington Heights/Inwood area going into Queens to use the M60 SBS as a "middle-bus", and the MTA was talking about extending the Bx41 SBS to LaGuardia Airport for the longest (or it should extend to Jackson Heights where a transfer to the M60 SBS would be available in Astoria).
Is all-door boarding on all routes a part of the plan?
That will be coming in at a later date, pending phase out of MetroCard or something.
The thing that concerns me more than anything is the fact that a lot of bus routes mirror or exactly follow subway routes. Having redundant service isn't helpful. Buses should supplement subways. Instead of making 14th Street a rapid busway, why not turn 125th street into a rapid busway? It would make a lot more sense, since 14th street already has the L and 125th street has nothing but the M125, which is not sufficient given the number of lines that it connects.
14th Street has seen slow bus speeds even before the implementation of the busway in 2019, so it makes sense to give that route a dedicated busway to help riders in the East Village.
Nothing wrong with having bus routes following the subway.
what techniques are used to plan new bus routes? a certain kind of math?
Fuckin nothing
You got a nice well kept beird
*bus*
and why is the 2006 Orion OG even in this video? It retired in April 2023 and it lasted in LaGuardia Depot for like 18 years.
(2006-2023)
It didn’t even fully retire yet
They’re retiring at least late 2023
LGA has 2 left
only seen like 20/60 in
(2009-2013), (2014-2022)
jfk depot still runs plenty on their lines
The only OG inside here was 6737, which retired in Feburary 2022 (out of MJQ)
Please fix the s40 🤦🏾♂️
1. Bus stops that are JUST over a block from each other
2. Folks don't line up for said bus; instead they all just push their way in without paying.
Watching from India ma'am
I really hope they Launch the Queens and Brooklyn bus redesign and start working on Manhattan, Staten Island and Bronx express bus redesign soon. However I think most Bronx Express bus routes especially the BxM7, BxM9, and BxM10 should have a similar route like they do Today.
No leave the Bronx Express Buses alone.
It's going to get touched. So be ready.
@@TransitjusticeBlogspot yup
Here's the problem with the Queens Bus Redesign. You can't have all of the Eastern Queens routes terminating at the nearest Subway Station in Flushing or Jamaica because everyone is not going to Midtown. A person in Southeast Queens would need to connect directly with the (A) in Ozone Park if their jobs are in Lower Manhattan, Downtown Brooklyn or Sunset Park, because the (J)/(Z) in Jamaica would be too many stops or too many transfers. Also, you need to satisfy the Southeast Queens to Flatbush Junction, Coney Island Hospital and Bay Ridge commutes as connections to the B5/B6, B12, B35/B55 and others are crucial.
It's not like the IBX will be here in 2 years for Northeast Queens either.
Queens really needs to eliminate the middle Bus as people complain about multiple Transfer trips when they only have Part Time jobs (3 days a week) as the Monthly pass won't cover the expenses and they are paying double fare in each direction.
Queens resembles the old Private lines and needs to move away from that.
Also, while the Q44 SBS is getting extended to Fordham Plaza, Queens strongly needs to be viewed as the "Link to Long Island" Borough as the Q44 SBS connect with NICE Bus n4, n6, n20G, n22, n24, n26 and MTA LIRR at Flushing and Jamaica. It will connect with MTA Metro-North Railroad at Fordham Plaza.
Queens is too crucial to have short Bus routes as there's many job centers within the Borough for Bronx, Brooklyn and Manhattan residents who reverse commute.
Because I said so.. clearly.
U can move the bx 41 bus back to 241st
Not sure about that, though it should go there overnight to replace the overnight Bx39 “shuttle” service.
I’m also thinking having the Bx41 SBS go up there during the day alongside the Bx39, making limited stops.
@@TheRailLeaguer In order for the Bx41 to return to Wakefield, it would have to be the LOCAL and NOT the SBS. What I would do is relabel the Bx41 LOCAL as Bx43, while the Bx41 SBS extends Southeast to LaGuardia Airport.
What I would do with the Bx39 is operate that route at All Times and add more service during the day (the Bx39 should arrive every 5 minutes at Peak Hours and every 7 minutes at Middays, Evenings and Weekends). The reason for this is in the Clason's Point and Soundview areas, there's heavy usage as customers transfer to the (6) and in Parkchester. In the area below the (2) and (5) trains, it becomes pretty disasterous if the (2) and (5) go down as Shuttle buses cannot do the job very well, and there's a need to integrate Metro-North Cross Honors at Wakefield, Woodlawn and Williamsbridge.
@@ahmadfrw1Nothing wrong with extending the Bx41 SBS to Wakefield. After all, the route would be making limited stops so it shouldn’t be anything to worry about. If anything, overnight local service should go there, with daytime local service continuing to terminate at Williamsbridge.
@@TheRailLeaguer You can't extend the Bx41 SBS to Wakefield because of the elevated (2) and (5) trains with the Pillars in the streets.
@@ahmadfrw1 Not true as the Bx39 runs articulated buses underneath that structure. In addition, both the Bx41 local and SBS operate with articulated buses as well.
In fact, in every borough with elevated lines we have bus routes that use articulated buses operating them. Examples include the B1 in Brooklyn, Bx9 in the Bronx, etc.
Obviously, making fewer stops for buses is a very, very bad idea. I think it’d be much better to make express buses. It's the same idea as express trains on the subway
When done correctly, consolidating bus stops is a good thing. Ideally the best stop spacing is in the ballpark of 750-800 feet between stops (3-4 short blocks, aka the B82 local bus stop spacing in Flatlands).
Especially in areas with no limited stop bus service or select bus service, a bus that stops every two short blocks just slows down the ride for everyone.
It’s funny because, since this happened, the B8 has been TERRIBLE lately. During hours between 3 PM-6 PM it has been TERRIBLE
The Brooklyn Bus Redesign Plan hasn't taken effect yet.
Make it free 😂
It’s already free. Nobody pays. My friend works there. He told me this
The queens redesign bus needs to Be fixed.
I don’t even think no bus redesign is really gonna fix the bus system, when y’all did the Bronx bus redesign you didn’t fix all of the bus lines, in The Bronx, and y’all only fix certain bus bus routes just to make seem like y’all really did something, and some buses are still not reliable, and it’s gonna be the same thing with the other 4 Boroughs with the bus system so don’t expect a whole lot from the MTA bus redesign because the buses is still not gonna be more reliable.
Agree The Bronx Bus redesign didn't do anything big but when I heard the bx36 was not going pass by 180th st anymore I was sad but then heard the bx40 and bx42 would go and that is actually great. I can now finally go to burnside 4 train station without walking up the stairs at 161st from the D train and if I have to get the 2 or 5 train in the morning, I could take the 5 train because it makes express stops in the Bronx and no more crowded 2 trains for me :)
DO NOT RAISE THE FARE.
When you have longer spaces between stops you make the bus system as bad as the subway for people with limited mobility. For me, the bus is a lifeline. I have no wheelchair or mobility scooter. I walk with great difficulty. An extra block is a LOT for me. But you don’t care. I don’t count.
When don’t correctly it shouldn’t be an issue. Usually it’s the lower ridership stops and those lacking some useful connections that are to be eliminated, with higher use stops (usually transfer points, high ridership stops, and those serving major points of interest) retained. In my view, the spacing should be similar to the B82 bus through my area of Flatlands, Brooklyn: every 3-4 short city blocks and every long block, with the major stops kept .
@@TheRailLeaguer 3 to 4 is not short it is a hike.
@@jaimepimentel1502 Not really true, especially if it’s short blocks (aka the blocks on the north-south avenues in Manhattan).
@@TheRailLeaguer it is short. Also Manhattan the blocks way too long.
@@jaimepimentel1502 I’m talking about the north-south ones (I.e, between 34th and 35th).
You want money get people to pay their fair because 80 percent don’t
Less stops means leaving people stranded which means it going from bad to worse.
They aren’t stranded if the closest stop is still nearby
@@collectivelyimprovingtrans2460 if they remove that stop it is leaving people stranded.
do we really need a stop on every block though? no we dont, you wont be stranded
@@metromannyc6033 yes I would be stranded, like for example a bus stop is Infront of your house and get eliminated next one is about 4 or 5 blocks, I am not walking that far it is a long hike. So it means stranded.
@@jaimepimentel1502 4 or 5 blocks is the new standard for bus stops. So you will only ever have to walk 2 and a half. Is your bus stop not near any busy areas?
Redesign is the worst investment it is a service cut in disguise.
The complete opposite. If anything, this is a total reversal of the *BRUTAL* bus service cuts that we had back in 2010.
@@TransportationHub false, it is really a service in disguise keyword in disguise.
@jaimepimentel1502 Nope. The main purpose of these redesign plans is get these buses off narrow roads for starters, and streamline the routes from end to end for faster service. Take a look at the Bx36 for example. Instead of traveling along E 180th - E 174th Sts, the route now travels along Tremont Avenue, and Bronx riders are very satisfied with the routes.
@@TransportationHub well I don't see some routes going any faster, since the Redesign the Bx18 went from bad to worse, and during rush hour is more messy because there are more Bx18A than 18B especially when it hits between 5pm and 7pm especially on the weekends.
@jaimepimentel1502 The route itself is not messy. It's better as a circulator (loop) than what it was before. The only reason that you believe that service is slower is because of people who own personal vehicles keep on double-parking, which causes obstruction and slows down traffic. I have seen at 170 St between Jerome and Grand Concourse. Trust, the post Bx Bus Redesign Plan and their routes are reliable. It's inconsiderate people who obstruct traffic, wait/park in bus stops and no traffic agents aren't around to enforce these rules to ensure that traffic runs smoothly. I know this because I have seen it myself because I drive as well.