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The M Sixth Avenue Local is a rapid transit service in the B Division of the New York City Subway. The M is the only non-shuttle service that has both of its full-run terminals in the same borough (Queens). In the image below, you can see a graph with the evolution of the times that people look for M (New York City Subway service).
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The Ritz-Carlton in Qatar presidential suite has a private elevator, four guest baths and captivating terrace views in every direction. The Fairmont Kea Lani located on the Southern part of Maui in Wailea has the best sunsets on the entire island.
Pow Wow Hawaia€™i is a gathering of contemporary artists that engages with the broader community in the process and creation of art in the streets, For the second annual event. Boundary pushing architectural firm Zecc Architects breathed a decidedly modern life into an old world cathedral in the Netherlands by redesigning it from the ground up, turning an antiquated house of worship into a stunningly beautiful home. Hanging Out With LionsBrave man hanging out with lions on a Zebra striped car in South Africa. Lacking functioning public transportation following the widespread blackout of 2003, New Yorkers took to the streets. On a chilly Tuesday morning in December 2005, New York City's commuters were forced to find creative ways to get around.
During the 2005 transit strike, the Metropolitan Transit Authority and the Transport Workers Union were deadlocked over pensions and pay during contract negotiations.
After Hurricane Irene arrived in New York as a tropical storm last year, the public transportation system that had been proactively shut down took longer than expected to be up again. As Hurricane Sandy approached on Monday, New York City emptied and became a relative ghost town. THE COMMUTE: In the first two parts [Part I, Part II], we examined the history of free transfers in New York City, discussing types of trips requiring a second fare and how unfair it was. Recently, the MTA has been converting-heavily used bus lines into Limited Stop or Select Bus Service (SBS), with more routes to be converted in the future.
For those who can walk the extra distances, the extra time involved and the odds of missing a bus while walking to a further bus stop can cancel out your savings if you are not making a longer than average trip.
It would make more sense to change the transfer policy so that any change between a local and Limited or SBS route can be made at no charge and will not affect another transfer to a bus or train rather than making specific exceptions, as will be done in the case of the S79 SBS. When SBS comes to Brooklyn on the B44 in 2013, only one SBS stop is proposed between Avenue H and Avenue U: Kings Highway. The MTA is trying to keep three-legged transfers to a minimum granting them only to those who speak up. The MTA and the New York City Transit Authority preceding them have had an irrational fear of riders making a round trip for a single fare, which they feel would be detrimental to their bottom line. Why shouldn’t all short round trips that are completed within about two hours be permitted? Increased revenue would also be obtained from those who currently travel 20 miles or more on a single fare and might have to pay double fare for that long trip if the time period for transfers were shortened from two hours. It just makes sense that the fare you pay should not be dependent on luck, if the routes happen to serve your needs or not. The Commute is a weekly feature highlighting news and information about the city’s mass transit system and transportation infrastructure. Disclaimer: The above is an opinion column and may not represent the thoughts or position of Sheepshead Bites. The only problem with my idea as I see it since you brought up Co-Op City is that someone should not be penalized farewise for circuitous routing wherein it could take 45 minutes just to get out of Coop City because of the looping, when it should take 15 minutes.  I used to visit my aunt in Section 5 about 30 years ago so I am sort of familiar with the area and share your concerns.
For what it is worth, S79 customers who will lose access to their service when it is converted to SBS are getting a third transfer if the middle leg of the trip involves the SBS. You could make an argument that this should have been the case with the M15, which lost a few stops in Chinatown and in Alphabet City. Also, regarding the low number of stops on the 44 SBS, let me just give you some food for thought.
I guess that if the 49 were the NY Ave bus, MTA could perhaps restore the B23 when it is financially safe or appropriate (or whatever) and run it up Ocean from Cortelyou.
Most cities and regions around the world with zone fares don’t have sharp zone boundaries. A regional zonal or distance-based intermodal fare structure would undoubtedly be the most equitable system, but don’t hold your breath. Meanwhile, cutting the transfer period to 60 or even 90 minutes would hurt a lot of people who use infrequent buses. Would not a fare permitting unlimited trips within a two-hour period encourage new travel, perhaps even add more revenue than would be lost?
Just as free bus-to-subway transfers and unlimited passes added many new trips, I submit that permitting short round trips, within two hours on a single fare, would also greatly increase system usage and revenue. Free bus-to-subway transfers and unlimited passes certainly added many new trips, and the increased ridership triggered major bus service increases. ExpressA shuttle buses run between E 180 St and 149 St-Grand Concourse, stopping at the Hunts Point Av 6 station and 3 Av-149 St. AtA all times until late September 2015 3 trains skip Rockaway Av and Van Siclen Av in both directions.
AtA all times until late September 2015 4 trains skip Rockaway Av and Van Siclen Av in both directions.
LimitedA shuttle buses make all stops between Eastchester-Dyre Av and E 180 St, and run express to 149 St-Grand Concourse, stopping at the Hunts Point Av 6 station and 3 Av-149 St (from 3:30 AM Sat to 10 PM Sun).
For service toA this station, take the Brooklyn-bound A to 88 St and transfer to a Far Rockaway or Lefferts Blvd-bound A. ForA service FromA this station, take a Far Rockaway-bound A to Aqueduct-North Conduit Av or a Lefferts Blvd-bound A to 104 St and transfer to a Brooklyn-bound A. ToA this station, take the Jamaica-179 St bound F to Church Av and transfer to a Coney Island-Stillwell Av bound F. FromA this station, take a Coney Island-bound F to 18 Av and transfer to a Jamaica-179 St bound F. ToA this station, take the Jamaica-bound F to Avenue U and transfer to a Coney Island-Stillwell Av bound F. FromA this station, take a Coney Island- Stillwell Av bound F to Neptune Av and transfer to a Jamaica-179 St bound F.
Transit agencies across the country are realizing they need to push past key commute times. Take a look at the above photo of a New York City subway platform and guess what day and time it was taken. This is not the picture of a platform at morning or evening rush on a weekday in Manhattan. The growth of midday, evening, and weekend transit use is not unique to this particular stop on the New York City subway.
City residents can't get by on great rush-hour service alone."There's many routes where the off-peak ridership is growing faster than the peak ridership," says John Levin, director of service development at Metro Transit. Commuting in America, 2013.Best of all, the benefits of full-day service create a cycle that perpetuates more transit use across the board. Without question, the addition of off-peak service on the Pascack Valley line took cars off the road. Deka believes that there's a psychological element to off-peak service that transit agencies fail to appreciate. Considering the rationale for off-peak service has been around for years, the big question is why transit agencies are only now seeing enough fresh demand to do something about it. Bay Area Rapid Transit is already weighing what off-peak demand might mean for tomorrow's transit investments. The early adopters of tomorrow's all-day transit systems are likely to be big agencies in major cities.Radulovich sees a number of reasons for the rise in off-peak demand. Of course, if it were easy to build a full-scale all-day transit system, more cities would have done it. At the cultural end, the low-income riders who stand to benefit most from increased off-peak service often have the weakest political voice. What that means is that the early adopters of tomorrow's all-day transit systems are likely to be big agencies in major cities. This article is part of 'The Future of Transportation,' a CityLab series made possible with support from The Rockefeller Foundation.


Its route bullet is colored bright orange on route signs, station signs, and the official subway map, since it uses the IND Sixth Avenue Line in Manhattan.
Weekday service runs between 71st Avenue in Forest Hills, Queens and Metropolitan Avenue in Middle Village, Queens, via the IND Queens Boulevard and Sixth Avenue lines, the Williamsburg Bridge, and the BMT Jamaica and BMT Myrtle Avenue lines (making it the only service that travels in one borough twice via two different lines). Night service operates as a shuttle on the Myrtle Avenue line between Myrtle Avenue – Broadway and Metropolitan Avenue. And below it, you can see how many pieces of news have been created about M (New York City Subway service) in the last years. Suspended 192 metres high is the 1.2 metre wide ledge that circles the widest part of Aucklanda€™s Sky Tower.
30, 2012 -- On Sunday, New York Governor Andrew Cuomo announced that the public transportation system serving NYC would be preemptively shut down ahead of Hurricane Sandy starting at 7 p.m. 14, 2003, a simple alarm malfunction caused failures to cascade throughout the Northeast power system.
Pedestrians trudged along their commute routes en masse.With the temperature hovering around 90 degrees Fahrenheit , some tempers flared. The Transport Workers Union had shut the bus and subway system down for the first citywide transit strike since 1980.New Yorkers bundled up for frigid treks on foot, begged strangers for rides, piled into taxis, rode bikes and took to the avenues on skateboards. Without the nearly 34,000 bus and subway workers who walked off the job, the city comptroller estimated initial losses of $400 million for the first day alone.The strike lasted for three days during the busy holiday season before state mediators helped union workers and MTA officials reach a deal. Continued high winds and rain prevented transit workers from checking the system for damage and flooding, the New York Post reported.Mayor Michael Bloomberg predicted a tough Monday morning commute for New Yorkers following the weekend storm.
We asked the question if we are moving backwards by not allowing a second bus transfer for those using a local bus to access a Limited Stop Service or Select Bus Service since those who do could be faced with a double-fare. Local bus travel is notoriously slow, averaging from about four miles per hour (even slower in Midtown Manhattan) to about 12 MPH. Whatever the case may be, the introduction of Limited Stop or SBS service should not have an impact on the fare you pay.
Anyone who currently uses the Limited or local bus and gets on or off between those points and wants to use the SBS will be faced with an additional fare if they can’t walk to either Kings Highway or Avenue U if they first take a local to get to the SBS then transfer again to another bus or train. If we say nothing, many who want to take advantage of the SBS will be faced with extra fares or slower trips on the B44 local than they had on the Limited, because locals will operate less frequently once SBS comes to the B44.
Currently, one free bus transfer is allowed if made within two hours of entering the system. Is it really worth it to pay $4.50 — soon to be $5 — just to travel a half, or three-quarters of, a mile and return? Determining the actual time limits, so that total revenue would not be lower from such a change, would necessitate further study.
Based upon their expertise in their respective fields, our columnists are responsible for fact-checking their own work, and their submissions are edited only for length, grammar and clarity. Actually that really isnt any different than a senior who pays full fare one way and returns home for free.
However, the S79 is the first route that had a local route converted to a limited-stop SBS route with significant loss of stops. Because I can tell you that Rogers Avenue will be overserved; it would not be a bad idea to have the B49 run via Bedford Avenue in both directions.
Moving the bus to Bedford is not great idea because of heavy congestion between Empire and around Beverley. Zonal fares would likely require exit swipes, which would seriously delay bus service and would require rebuilding most subway stations to provide adequate exit capacity. Missing a connection to an infrequent bus can kill 30 minutes, during which time the clock is ticking.
Simply lowering the fare would also encourage new travel, but it also wouldn’t add more revenue than would be lost. More critically, the rise of off-peak ridership is not unique to New York City or to subway systems, either. Since 2007, ridership on the weekends has grown at a much greater rate than ridership on the weekdays. Metrolink spokesman Jeff Lustgarten says weekend ridership in May 2013 hit 21,315, a jump of nearly 30 percent on the year before.
That's the main takeaway of a recent off-peak service analysis made on the Pascack Valley line of New Jersey Transit commuter rail. In a recent issue of Transportation, Deka and coauthor Thomas Marchwinski of NJT report savings of at least 12 million vehicle miles a year. If people know a train can take you back anytime you need, they're more willing to take the train in during rush hour in the morning.
Last year, Governing reported that immigration had surpassed domestic population growth in 135 U.S. The rise of telecommuting means people traveling at non-traditional times for both labor and leisure. BART has long been considered a hybrid commuter rail and metro core system: serving downtown San Francisco but also the suburban Bay area.
Off-peak ridership on BART has grown steadily since mid-2011, often outpacing rush-hour rates. Some politicians carry a vehicle bias: they will see empty midday buses and trains and blast off-peak expansion as wasteful, even as they endorse highway lanes full of single-occupancy cars. That's not to say smaller areas lack the popular demand or the institutional desire to go off-peak. In several instances, commuters grew angry when police tried to direct them away from empty buses. New Yorkers, who were divided about whether they supported the strike, got back on public transit.
Bus lines went out of commission while subways ran sporadically, if they were running at all.
Overnight, most of Manhattan below Midtown lost power and a storm surge at Battery Park flooded subway tunnels. A taxi or car, which makes no stops, only travels about 20 MPH on average on local streets.
Those living near Avenue K or Avenue R would be especially vulnerable since it is doubtful that those passengers would walk to an SBS stop. It works best in areas where there are distinctive zones such as a route passing through distinct cities and towns. An unlimited amount of subway transfers are also allowed regardless of the time it takes to make them. Yet, it still can be done in some areas where there are multiple bus and subway routes and you are willing to do a little extra walking. Yes, some revenue would be lost, but most people who currently use the system do not use it for short errands but for trips encompassing a good portion of the day — to work, school, hospitals, beaches etc.
Fare equity is less of a problem today than in years past, but we are moving back in the direction of larger percentages of passengers needing to pay double fares to make one-way trips. If you would like to submit an opinion piece or become a regularly featured contributor, please e-mail nberke [at]sheepsheadbites [dot]com. I know you wanted the 49 to run along the length of Ocean and then along Empire, but if the 49 did that and the 23 were to be the New York Ave bus, the 23 would have to turn down Flatbush to get to either Foster, Farragut, or Glenwood and then go across to New York. If some people choose to walk across a zone boundary to pay a lower fare, I don’t see the big deal. Perhaps even more challenging would be satisfying elected officials in districts which would see increased fares. Monday, August 24, 1 trains are suspended in both directions between 14 St and South Ferry.
Sunday, August 23, 2 trains are suspended in both directions between E 180 St and 149 St-Grand Concourse. Monday, August 24, A 2 trains run local in both directions between Chambers St and 34 St-Penn Station. Monday, August 24, Crown Hts-Utica Av bound 4 trains run local from 125 St to 14 St-Union Sq. Saturday, August 24, Brooklyn Bridge-City Hall bound 6trains run express from 14 St-Union Sq to Brooklyn Bridge-City Hall.
Monday, August 24 Times Sq-42 St bound 7 trains run express from Mets-Willets Point to Queensboro Plaza. Monday, August 24, A trains are rerouted via the F line in both directions between W 4 St-Wash Sq and Jay St-MetroTech. Monday, August 24, A trains run local in both directions between W4 St-Wash Sq and 59 St-Columbus Circle. Saturday, August 22 and Sunday, August 23, C trains are rerouted via the F line in both directions between W 4 St-Wash Sq and Jay St-MetroTech.
Saturday, August 22 and Sunday, August 23, 168 St-bound C trains run express from 125 St to 168 St.
Sunday, August 23, Norwood-205 St bound D trains are rerouted via the N line from Coney Island-Stillwell Av to 36 St.


Monday, August 24, E trains run local in both directions between Queens Plaza and Forest Hills-71 Av. Monday, August 24, Jamaica-179 St bound F trains run express from Neptune Av to Smith-9 Sts. Monday, August 24, F trains run local in both directions between 21 St-Queensbridge and Forest Hills-71 Av. There, too, off-peak service demand has outpaced rush-hour growth along some bus corridors. He says that while weekday ridership is steady, weekend growth has been in the double digits. The agency introduced non-rush hour trains on that line in October 2007 — seven inbound and six outbound where there'd been no off-peak service before. Some experts see a broader but related shift in American auto dependency, with an increasing number of urban households living car-free. The plans for 2025 and beyond, dubbed "Metro Vision," call for tipping this balance toward the core end [PDF]. In October 2012, for instance, peak ridership grew 10 percent on the year before while weekday off-peak grew 14 percent, Saturday grew 21 percent, and Sunday grew 13 percent. On the economic side, there's a reluctance to shift resources away from rush-hour because that's where ridership, and thus revenue, is more certain. Others have a rush-hour mindset: they come to work at that time, so everyone else must, too.
Just recently Jacksonville, North Carolina, population 70,000, expanded bus service to the shoulders of the peak so more commuters could get to and from work.
It also means the system can go back online quickly once the event is over, he added.This is the second time in 14 months that New York Citya€™s public transportation has undergone a planned shutdown. System-wide strikes or selective shutdowns of specific services occur regularly, particularly in Europe. Recovery was hampered by a snowplow shortage.Widespread transit disruptions have rippling effects, Hofstra Universitya€™s Jean-Paul Rodrigue said. Joseph Lhota, the current CEO of the Metropolitan Transportation Authority, told the New York Times on Monday he was concerned about such a surge in Lower Manhattan because it could send seawater into the subway system and cause switches to corrode.With historic damage done to the subway, Lhota told WNYC that parts of the transit system will be up and running sooner than others. Shortening the running time can cut travel time significantly for those making longer trips.
However, if you cannot walk the extra distances and still want to take advantage of one of these new services, you will have to pay an additional fare if you use a local bus to access the SBS or Limited Stop and you still need to transfer to a third bus or train to complete your trip. We have never had a zone system in New York and probably never will because all our neighborhoods run together.
Since no record is kept of when people exit the system, wouldn’t the fairest system be one where you can make an unlimited number of transfers, whether it is to a bus or subway, provided the final transfer is made within a certain time of you entering the system? For example, what is preventing someone from taking the 86th Street bus in one direction and making their return trip on the Bath Avenue bus for one fare if the trip is completed within the current permissible two-hour time limit? A fairer fare structure, based more on distance traveled than on the number of vehicles required, needs to be studied before a fare increase is made. The trip requires three trains (two if the 5 is running in Brooklyn at the time) and a bus. I know Ocean is denser and busier than NY Ave, but Ocean is still closer to transportation (BMT, B41).
That does not sound too bad either, since another bus would serve the Junction and bus service between Junction and New York Ave would continue to operate despite the removal of all B44 service from there. At the risk of increasing the system’s complexity, implementing a lot of small zones minimizes this concern.
But if I’m going to dream, I dream for a zonal system that encompasses all operators and virtually all modes in the region.
You don't see grey-haired men in flannel suits with solemn faces, you see All The Young Dudes in jeans just kind of slouching there, dude-like.
In response, the Metro Transit agency in the Twin Cities expanded evening and weekend service last summer. In response to this off-peak demand, Metrolink began promoting weekend rides and recently doubled some Sunday service. Roughly 5 percent of surveyed riders started using more peak trains once the off-peak service was introduced. Such demographic shifts could have a big influence on the nation's transport network, because low-income immigrants are much more likely to commute off-peak than their American-born counterparts (see evening rates below), says planning professor Michael Smart of Rutgers, who studies immigrant transportation patterns. That means trains running every 15 minutes or better middays, late nights, and weekends — true "show up and go" service. The agency made off-peak expansions several years ago only to cut them during the recession, but it's started making them again on what Radulovich calls the "shoulders of the peak." Those first few trains after rush-hour service ended were just too crowded. Off-peak service means new operating costs, in the form of drivers and maintenance, and perhaps even new capital expenses. In the recent past, commuters and visitors were more likely to encounter a system abruptly stopped by snow, strikes, storms and surges.
Wherever you draw a zone line, someone could always walk several blocks extra into the next zone lowering his fare. I propose that other than late at night, when there would be no time limit, that the time limit be either 90 or 60 minutes. Technically, you are cheating the system if you do this, but it is not fare evasion since such a trip is legally permitted. The MTA’s fear of losing revenue by allowing short round trips for a single fare is irrational. I do like the Ocean Ave routing since Ocean is so dense, but do you not think it would be better to put bidirectional north-south service on a block other than Nostrand or Utica within East Flatbush, since New York Ave and East FB in general are not as well-served by transportation as Ocean Ave and FB neighborhood in general?
Monday, August 24, Crown Hts-Utica Av bound 4 trains run express from 14 St-Union Sq to Brooklyn Bridge-City Hall.
You don't see businesswomen striding for the stairs, you see ponytails and a lime green T-shirt that wouldn't fly even on the most casual of Fridays.
A planning director at the Metropolitan Transportation Authority told the New York Times in 2011 that to find a similar explosion in weekend subway use you'd have to go back to a time when people worked six days a week.
Some off-peak frequencies have tripled — down to a bus every 20 minutes instead of one every hour. Voorhees Transportation Center began conducting surveys and on-board focus groups with off-peak and peak riders alike, to see how the service change had influenced their behavior.
And of all the passengers who said they'd go back to driving if off-peak service were cancelled, three in five were peak riders. They're also more likely to use transit for the types of non-work trips that often occur off-peak; for instance, says Smart, they're five times more likely to take transit to get groceries. Perhaps above all, a rise in residential and business development in and around BART stations — and not just those located downtown. Most people do drive most places, and the biggest commute shares do occur at the peaks [PDF].
Some New Yorkers later scoffed at all the measures taken but gusts more than 60 mph were recorded in the city. Those not able to walk up to a half mile to access a Limited Stop or SBS route are inconvenienced. That would be just as bad as when some bus routes transferred to others with seemingly no rationale. That way the only passengers who would require a second fare would be those traveling extra long distances, for example from Coney Island to the northern Bronx, from Staten Island to eastern Queens, or from the Rockaways to The Bronx.
They attempt to prevent such trips and, at the same time, have paid little attention to real fare evasion until recently.
Thanks to low bus frequencies, many transfers, the fact that Co-Op City is practically isolated, and other possible problems that may arise, people may not feel that it’s fair.
Altogether it amounts to a culture of residents less reliant on the automobile for whatever trip purpose, at whatever trip time. They are forced to use the slower locals, which do not operate as often as they did before the introduction of the new services, and also wait longer for them. That seems fairer to me than charging someone a double fare for a short trip within his home borough just because the trip requires a third bus, as is presently the case. The alternative is to walk extra distances or take a local bus to access the SBS or Limited route.
It is a long trip, running from Midwood (in a portion that would easily be mistaken for Flatbush) to Co-Op City.



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    Really like for this quickly increasing selati railway line ran from Crocodile.
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    Track into a far more exciting.
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    Commercially accessible and electrically running scale.
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    Scale of 1:76 which is associated in the friends Henry the green engine.
  • SERCH, 21.08.2014 at 11:41:59
    Trains about two courses, with one.