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admin 18.08.2013

While checking the bus schedule for Greyhound, I recently discovered that travel from New York City to Boston is a multi-day affair, involving stops in Rochester, Toronto (yes, Canada), Fort Erie, Syracuse, and even Schenectady and Worcester (presumably because they’re both fun to say). The text was published by O’Reilly in December 2007 and can be found at Amazon and elsewhere. All work on this site is under copyright and may not be copied or reproduced without permission. Under a plan selected by the MTA, bus rapid transit would run along Staten Island's North Shore, with local bus routes feeding into the dedicated infrastructure.
The MTA announced yesterday that if it builds a new rapid transit line along Staten Island’s North Shore, it will opt for bus rapid transit over light rail, an MTA spokesperson told Streetsblog. The proposed BRT line would run along Staten Island’s North Shore, which is twice as densely populated as the rest of the island. Along much of the route, the busway will use the existing right-of-way of now-shuttered rail service. In a presentation delivered yesterday at the Snug Harbor Cultural Center, [PDF] the MTA outlined its decision to pursue bus improvements over light rail. In Port Richmond, bus rapid transit would run on an existing elevated structure, refurbished for buses. At the same time as the MTA is pursuing the restoration of rapid transit to the North Shore, the city Department of City Planning and Economic Development Corporation are at work on a wide-ranging plan to revitalize the area, including pedestrian and bicycle improvements and efforts to promote mixed-use development. Retaining right of way in a city like NY is one of the best long-term transit investments we can make.
But on the grounds that its better to not do something big than not do something small, how about the bed of the former proposed Willowbrook Expressway? First of all, the existing SIR is heavy rail and the neighborhoods it passes through are less dense than those on the North Shore. Second of all, I know this is wishful thinking, but if the line is ever linked to Manhattan or even Brooklyn, that’s a lost opportunity to send the North Shore Line over there as well.
Third of all, SI is the fastest growing borough, and the areas on the Northwestern part of SI (Arlington, Mariners’ Harbor, Elm Park, Port Richmond, and West Brighton) have seen some of the highest rates of growth on Staten Island.
Fourth of all, the main reason they’re doing this is to serve the Teleport, which is close to 50% vacant. This is good, and the main reason is that it has a prayer of actually getting built in under a decade. Given how horrble the shape of the ROW east of Port Richmond is—I see this as a fair compromise. From a planning standpoint, it would give north shore residents two options to get to Manhattan: either the ferry to lower Manhattan or the PATH to midtown. The plan is to extend the West Shore Light Rail down the median of the MLK Expressway, SIE, and WSE, to serve the South Shore. The bus gets about 1000 riders a day, but only about 400 actually go over the Bayonne Bridge.
I like trains as much as the next guy, but the ability of buses to branch out and directly serve more riders is pretty appealing. And with regard to the Bayonne Bridge, one project I believe will get down is raising it.  There is no sense in connecting anything to it until that is done. To address your own comments, the existing SIR would certainly not be built as heavy rail, and probably not even as light rail, today.
The other problem or issue here that wasn’t accounted for in this decision is that they appear to only have looked at the Capital costs of the two projects in making this decision.
While the MTA currently has no light rail lines in operation, the national average for light rail is that it costs 70 cents per passenger mile. But as Salt Lake City learned, the big difference between operating costs quickly closes the gap between buses and rail when all of the costs, both capital & operating, are included.
Yes, but the thing is that in the future, it’ll be more expensive to convert the line to heavy rail than if it were just built that way in the first place.
Capacity is indeed part of the reason for lower operating costs, but it’s not the only reason. But still, it comes back to the fact that while BRT costs less to build, long term rail would have worked out to be cheaper. Rather than building BRT in the old rail right-of-way on the north shore, how about building BRT in old car right-of-way along the Staten Island Expressway (and Gowanus and BBT)? However, the MTA inexplicably wanted to serve the Teleport and West Shore Plaza, so it bundled a situation in which rail is really cheap (pre-existing ROW) and one in which it’s expensive (new on-street construction). This bundling killed heavy rail as an option, because for heavy rail, on-street running is not really viable. As it is, the ROW is too far from Castleton and Forest, so they can’t even reroute the 46 and 48 to use it.
Yeah and you are taxed out the wazoo in a world where your socialistic government does everything for you.


Word On The Street “The entire area around the Botanical Garden is a pedestrian nightmare, and unfortunately, the institution has shown no interest in improving safety.
So far I've used this app twice on the coldest days of the winter and I can honestly say I'm happy I downloaded it. My biggest gripe is that it commonly tells me about stops that are close by but not the nearest.
NYC keeps promoting this app, saying that the wait for a bus is over, but an app won't make the bus drivers arrive on time! App shows me that the buses are 60 mins away when I'm standing at the bus looking at the coming a block away. Difficult to understand and navigate, and while standing right by an M34 bus it told me the M42 was nearby. When I tap in a bus line I get a little graphic w 5 or 6 buses and things like 78 mins or 62 mins- no explanations of anything and a road sign that says go make the world of something beautiful . As a pregnant woman it is vital that I'm not continuously standing at the bus stop ESP this winter. Doesn't do anything, finding the bus you want is a nightmare and when you do most of the time it says the bus is coming in 5,000 hours or 10 hours.
BM5 (New York City bus), and check out BM5 (New York City bus) on Wikipedia, Youtube, Google News, Google Books, and Twitter on Digplanet. MTA Bus #3174 on the QM1, #3139 on QM12, #3237 on the BM5, NYC Bus #9496 on M116, #2095 on the X42MTA Bus MCI D4500CL #3174 on the QM1, #3139 on the QM12, and #3237 on the BM5.
It covers the path from raw data to how we understand it, detailing how to begin with a set of numbers and produce images or software that lets you view and interact with information. Amazon also has an edition for the Kindle, for people who aren’t into the dead tree thing. Even though no rapid transit exists in the area, over a third of residents take transit to work, relying entirely on buses.
In some places the tracks are still there; in others, they are overgrown with vegetation or even underwater. If both the planning and transit improvements move forward, the area could be truly transformed. MTA chief Joe Lhota has repeatedly said that the debt-strapped authority’s next capital plan will focus on improving the existing system, not expanding it. Boston tried BRT in dedicated tunnels, which share the same issues with elevated busways, and the buses, for a variety of reasons, wind up having to operate at much slower speeds than light rail.
The new line would get about 14,000 riders per day for just 5 miles, while the current SIR gets 14,000 riders per day over 14 miles.
Yeah, the busway may be alright to handle the current ridership, but if the population doubles, then what? They want to give up all hope of providing North Shore residents with a direct ride to Manhattan (with thousands of jobs) for the sake of a half-vacant office park?
Parts of the ROW east of there are either now on private property or have rotted into the Kill van Kull, especially around Snug Harbor. At the point where the North Shore Line meets the Bayonne Bridge, the North Shore Line is in a trench, so it wouldn’t be possible to climb that steep grade.
It kneecapped the rail option by including a line branching south to West Shore Plaza, combining existing-ROW construction (which is dirt cheap) with on-street construction (which isn’t).
As for the corridor between Arlington and the WS Plaza, the S46 usually sees less than 5 riders south of the SI Expressway (except maybe for schoolkids on a few runs, and a few rush hour runs that have like 10 people).
I myself am outraged along with many others who were there that night when the decision was announced. And like I said, there’s the potential for it to be directly connected to Manhattan, either through a St. The North Shore ROW is in a trench when it hits Elm Park, and the Bayonne Bridge is 150 feet in the air. Staten Island may be growing fast in relative terms, but its population density, even on the North Shore, is absolutely tiny compared to the population density elsewhere in the city, especially in the parts of the city with direct subway service – and my impression is that much of Staten Island prefers it that way.
That would actually get Staten Islanders to Manhattan faster than they currently can by driving.
I mean, South Jamaica is in the 25K range, but that doesn’t have subway access (but it is a relatively short ride from subway trains in Jamaica). In the Port Richmond area, there is a large immigrant population that may have been undercounted (on the form, they may have put down 1 or 2 people when there were actually 10 people in the home or something to that effect). They’re just putting new buses hoping enough people will move from the 40, which is the least used of the four east-west buses on the North Shore. The US spends literally trillions to destroy Afghanistan and Iraq, and yet NY can’t find $645M to build a sorely-needed rail line where one used to stand, in far more enlightened times.
This is great especially now that the weather is colder than the Arctic and you don't want to be waiting outside all day.


It's pretty accurate, but it can't know about unexpected delays, such as a passenger with a wheelchair or just a lot of people getting on and off.
It's annoying that I have to select the bus line and then scroll to the stop but I have to admit it's pretty accurate, so I use it.
Unlike nearly all books in this field, it is a hands-on guide intended for people who want to learn how to actually build a data visualization. The next chapter is an extremely brief introduction to Processing, which is used for the examples.
At the western terminus of the right-of-way, the system would turn inland and run to the West Shore Plaza in mixed traffic. Second, the MTA estimates the capital costs of the busway to be far lower than light rail: $371 million versus $645 million. While a Staten Island busway is an order of magnitude cheaper than current MTA megaprojects like the Second Avenue Subway, right now there’s no indication at all of how the MTA will fund its capital needs. It isn’t that far out of the question, as gentrification is forcing a lot of families out of areas closer to the city core and into the outer boroughs and suburbs. Once on the transitway, buses travel as fast or faster than light rail, but unlike light rail, existing local routes can use the transitway with no additional cost. That way the ferry can dock and immediately send the riders uptown without a transferee at south ferry.
The corridor between the North Shore Line and West Shore Plaza is empty, but still needs to be served apparently. There’s only one mode that can use such a tunnel and then connect to existing Manhattan infrastructure.
If ridership skyrockets to the point that rail service is really worth seriously considering, it can always be added later, but I doubt it will reach that point.
I’d rather see BRT service branching out over six corridors than unnecessary high-capacity rail service on one.
But if the decision has already been made to meet each ferry arrival and departure, the frequency is fixed.
By contrast, the above proposal seems unlikely to attract many riders with alternatives, given the ease of driving and parking for trips within Staten Island.
So buses using this corridor don’t even have the directness advantage over rail here. First select the neaby route, direction and the stop that you want to get bus arrival times. So, if a bus is one stop away, it might say it should arrive at your stop in 2 min, but might take longer than expected for the reasons described above. Next is (chapter 3) is a simple mapping project to place data points on a map of the United States. At the very least the MTA should future-proof the line instead of spend about $300 million more than necessary on paving it over and then another few hundred million in 20 years on restoring rail service.
I wonder when New Yorkers (and Americans in general) will realize what totally ripped-off, abused stooges they are for the military-industrial complex. This app will give you exact time bus arrival at your selected stop.Features: -MTA bus tracker for New York City!
Of course, the idea is not that lots of people want to visualize data for each of 50 states.
Politicians are disgusted, even with no Snug Harbor stop, Environmentalists are outraged, and Civilians along the ROW now are in danger of losing their homes and businesses and I know they’re going to start a resistance towards this project. The standard of living in Staten Island approaches that of Nigeria, yet the people are so stupid and craven that they line up for the abuse. We have a Rail line that doesnt need to be expanded or be made wider to accomodate a bus that completely sucks! Data by MTA.-Closest Routes lookup based on your phone GPS location (unlimited route) -Favorite your route for quick home access Staten Islanders are the first to receive real-time bus information on a borough-wide basis. In fact, nearly 30 years after opening the transitway, Ottawa is now pursuing the conversion of some downtown sections to light rail to increase capacity. In Germany we live like kings, with beautiful trains, streetcars and lovely cities and towns. Every bus and bus route that operates in Staten Island can be tracked in real time on the Internet, smart phones and by text message to any cell phone.
But why do you always have the next bus in zero minutes on the M96 at West End Ave when this is not the case? The MTA wants the bus right of way to tell CSX to eliminate two of their vital tracks they need for the Arlington Yard at South Avenue.



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  • NEW_WORLD, 18.08.2013 at 23:16:44
    And said she did not have the expertise.
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