Greyhound bus tickets to new york city,ho layouts for every space jam,electric train details - Plans On 2016

12.04.2014
Chinatown Bus services currently cover more than 40 cities, including Boston, New York, Washington DC, Philadelphia, Providence, Hartford, Albany, Norfolk, Richmond, Atlanta, Los Angeles, Las Vegas, San Francisco, and more.
Too Crazy For Boys TownHow much does a Greyhound Bus ticket costIn London a bus ticket cost 2pounds(cash) and if you pay by travelcard(oyster) its 90pence. Long-Distance Bus Travel - Facts About Bus TravelLearn about bus travel, and Greyhound Lines in particular, and decide if .
Trailways of New York: Frequently Asked QuestionsMay I use a Greyhound Ticket on a Trailways bus?
But here’s a question: If high-speed rail ever materializes on the northeast corridor, will it be able to compete with prices this low? As for pricing, there are many times I have taken the bus over the train due to the dramatic difference in costs. Chinatown is plagued by double-parked buses — every single day there is a bus parked in the Chrystie Street bike lane at afternoon rush hour. Don’t forget the bus services also partake of the extensive subsidy given to all motor vehicles, without which they might be much more expensive.
The trip from NYC to eastern Long Island is one of the only trips I can think of where the bus gets wealthier passengers than the train.
In Cincinnati, where there is phenomenally wretched (three times weekly in the middle of the night) Amtrak service, Megabus does great business to Chicago, even though there has been Greyhound service forever. Amtrak charges a premium because they can, and because they need to cash to subsudize less profitable routes around the nation. Many people do not realize that Amtrak actually pulls a profit in the DC to New York market.
Provide Amtrak with nearly free use of high-speed rail lines and you’ve got yourself a fair price comparison.
Tanya, to answer your question, go to any city pair at comparable distance to NY-DC served by high-speed rail: Paris-Lyon, Tokyo-Nagoya, Seoul-Busan, whatever. Low-cost buses are great, but BoltBus has sometimes taken more than 7 hours to get from NYC to Boston. In terms of Acela, they are operating all the equipment they have, and can sell most of the product at those prices. Until there is a better agreement on bridge slots that doesn’t prioritize boating traffic over regional transportation or the bridges are raised, there is little hope of more affordable rail travel along the Shore Line.
Every time you build infrastructure from the ground up, the amount of time to pay for it increases exponentially, not to mention maintenance costs. In the not-so-distant future, ostensibly, we’ll have fully grid-powered electric buses. If you’re traveling by yourself and you can plan 2 weeks ahead, take the regular Amtrak at union station in dc to Penn station in 3 hours and change for 50 * 2 = 100 bucks.
The bus takes 4 hours on a clear day, but you leave Friday night into NYC, you can spend 5-7 hours given the traffic.
I’ve only taken Acela once on the NYC-DC segment, but it was a much nicer afternoon, and pleasant pace. But if you’re making a trip more often than once every few months, ten hours gets to be too much for a weekend.
To fully expand intercity bus service to and from NYC, it’s imperative that the Port Authority build a bus garage at the Manhattan end of the Lincoln Tunnel. As of now there is no where to park buses moving in and out of Manhattan and the PA Bus Terminal cannot handle more capacity.
If Christie kills ARC, a portion of the PA’s $3 billion could be well spent on a bus garage. In Japan, high-speed rail attains its highest mode share between Tokyo and Osaka, which are 500 km apart. Intercity buses are popular if and only if there’s no good train alternative, and the roads are relatively uncongested. By the way, re: point-to-point versus hub-and-spoke, the usual model for regional transit in a metro area is hub-and-spoke, not point-to-point. One thing I love about buses is that the provide an almost immediate way to transition away from car dependency, whereas it takes a lot of time to put rail infrastructure in place.
The real benefit that the train could provide would be faster service, but Amtrak would rather serve more stations than serve more customers. The only way HSR would *not* become A mode of travel “affordable only for the wealthiest” is with large public subsidies.
Because you can afford lots of them, and because they don’t carry as many passengers as a train, it becomes affordable to provide freqnent, one-seat service between a great many places. Summary: A one-seat bus ride will win over a multi-seat train ride (or a bus-train-bus) ride every time. Finally, although it’s off-topic, someone really should compare the fuel efficiency per passenger mile of a hybrid bus vs.
Lower cost is certainly part of the attraction– if it’s publicly funded, you can buy an awful lot of buses for the cost of just one train line And for what you’d pay for that train, you can provide much better service with buses. Because you can afford lots of them, and because they don’t carry as many passengers as a train, it becomes affordable to provide freqnent, one-seat service between a great many places.


Not only can’t trains do that, they never have– even ‘back in the day,’ many train rides consisted of a ride on a branch line to the mainline to another branch line. Finally, although it’s off-topic, someone really should compare the fuel efficiency per passenger mile of a hybrid bus vs. I saw some statistics a few years ago that long-distance buses do very well per passenger-mile, though LD buses are rather impractical vs. I couldn’t find current LD bus consumption rates in the Transportation Energy Data Book. I also question the notion whether HSR should be the only inter-city provider in a given market.
Since 1920, buses have been competing with trains because of a more favorable regulatory regime. The idea that fares are so high because of pent-up demand ignores the fact that Amtrak isn’t the only rail service on the Northeast Corridor. Andy, I’m going to guess that your experience is limited to the US, to transfers that were not well-timed. I'm an ideal customer for all of those low-cost bus lines that run from New York to . If it can, will the bullet trains be affordable only for the wealthiest while the rest of us make the most of what Greyhound and the other bus companies have to offer? The bus is certainly cheaper but being directly coupled to diesel engine vibration takes its toll on a long ride. The price will eventually drop to the point where their maximizing revenue (and if the government’s involved, below that price).
They probably compete better in energy efficiency and operating costs than local buses compete with local rail. I took the Boston-NY bus for two years once a month, and the trips took any where from four to seven-plus hours. One trip on the Bolt was enough to make me switch, even though I gave Bolt one more chance. In France, the TGV has different brandings – it used to be TGV pour tous, and now is trying to develop a low-cost alternative, iDTGV, to cater to younger people.
Granted I have an Amtrak guest rewards account and right now I could travel between these 2 cities 13 times if i wanted to, but why would I? There’s something refreshingly outside of the city about being in the only vehicle anywhere near where you are for much of the journey.
The hub-and-spoke model with a single bus terminal and two unconnected train terminals in a huge metropolitan area makes little sense, and should be replaced with a point-to-point model Alon and others have described so eloquently here and elsewhere. In Korea, high-speed rail has a 63% share between Seoul and Busan, which are about 400 km apart.
For the same price, I’d rather stand for a three hour smooth train ride than sit for seven hours inhaling highway exhaust fumes. They’re just as comfortable as Amtrak in my opinion, and the addition of free WiFi makes the time difference less of a burden. I think if you had a system like the proposed system in California, with 220+ mph trains, then the time convenience starts to sway toward HSR.
It’s a good idea for introducing new services, but a bad idea for moving tens of thousands of passengers a day. Today we’d substitute buses for the branch lines, but, it’s still a long, muilti-seat trip– even if the mainline is truly high speed.
Amtrak was able to generate a profit with the equipment that it has and with the price point it is charging.
Even so, the trains can still be more expensive in order to maximize profit (since many people have a preference for trains). Rail, unlike bus and airlines, have essentially a monopoly status in most parts of the world, and it is difficult to have a competition among rail providers themselves. The DePaul study authors calculated that the growth of intercity bus travel had reduced CO2 emissions by 36,000 tons. Interestingly, the same DePaul study noted that intercity rail service increased at the same time as intercity bus service, though not quite as rapidly. On a train, I can easily stand up and move around, whereas on a bus, I’m basically a prisoner of my seat for the duration of the trip. Wi-Fi and a snazzy paint job only count for so much; after seven hours in a bus, madness is in the air. Then ask yourself what distinguishes NY-DC from those corridors other than the fact that NY-DC trains are much slower. If the federal government has any hope of reducing greenhouse gas emissions, it absolutely must prohibit air travel between proximate destinations easily served via ground.
Amtrak’s regional service takes just under 3 hours while Boltbus takes about 4 hours.
Despite its junior-grade high speed rail status, Acela gets close to the really fast, but nothing is yet a blur ideal for window gazing, I think. If it’s a matter of spending 3 hours on high-speed rail (which keeps getting faster with new versions) or 10 hours on a bus, I could definitely fork over more money for the zippy ride.


In France, I believe the mode share peaks at a somewhat longer distance on account of the higher average speeds and the sheer awfulness of air travel.
The disadvantage of having two unconnected train stations with (nearly) zero through-routing is that it makes transferring inside the hub too difficult for most people to bother, so it’s only good at serving trips to and from the hub. If Megabus costs 30 bucks round trip from Philly to NYC, how much more luxury could a person get if they were willing to pay twice as much? The buses use city sidewalks as their terminals for free (does NYC charge them some sort of fee for this?), while Amtrak has extremely expensive passenger facilities to pay for.
Even in the rain I think I’d rather wait on the corner of 33rd and 8th with an umbrella than have to enter Port Authority. There will be various pricing structures where there will be lower fares at off-peak times, just like air travel. When the transfers are timed and cross-platform, the ridership models assign the transfer zero penalty. I have seen situation where the transit agencies want people to transfer from bus to rail but many people choose not to transfer for the one seat ride. And next time I head up to meet with my comrades at Streetsblog NYC, I can spend just $30 round-trip if I book it online. As in almost all matters transit-related, keeping fares affordable comes down to political will–will rail transit be considered an essential service (like education) that society is willing to subsidize to provide access to the greatest number of people or will it remain in the realm of luxury?
Regardless, the fare media should be the same, it should be distance-based, with transfers seamless to the user. To accommodate the passenger volumes, we’ll need buses and trains, and each will develop a niche market. As far as hassles go, Penn Station is full of them, like not knowing which track your train arrives on until seconds before.
And just as the Chinatown bus craze has opened up DC as a possible easy trip, I think HSR would make me more open to spending a weekend in North Carolina, something I would never have considered before. The fact that Boltbus can sometimes match Amtrak’s trip time from Philly to New York is sad. I don’t need any other services other than getting to my bus quickly, which the sidewalk provides far better than the terminal.
It may be too expensive for low income individuals, but I do know that the California system is looking at pricing at 50% of airfare (granted toward the last minute airfare prices, but with trains leaving every few minutes at peak times, that’s still quite the bargain).
It is therefore more of a premium ride and there will always be people willing to pay more for the reduction in physical stress.
The experience just doesn’t compare to a train where you have much more room to move around.
Between Amtrak, Metro-North and Shore Line East, all 40 or so allowed slots are being used.
Subsidizing and encouraging private bus services is a lot easier to do politically than enormous infrastructure projects. Amtrak has legions of employees while the bus companies do their ticketing online (practically no customer service employees required) and have a single driver per bus and only sometimes have an extra employee to help load bags in NYC.
But considering the cost difference it’s still not that bad an experience if you have the time.
People who tend to ride the bus are not the market that Amtrak is really interested in, as well as those who tend to fly (one of the reasons why people fly short distance is to connect with other flights at hub airports. Ever wonder how come so many people on the LIRR change trains at Jamaica whereas hardly anyone on NJT changes at Secaucus? As far as cheap buses go, they’re a product of the cheap oil age, both to power the vehicles and to keep fresh asphalt on the roads.
However, if I had to travel farther, say from Baltimore to Boston I would almost certainly take the train. Amtrak needs to run trains that skip the Trentons and the Metroparks and the New Londons, otherwise they’ll never catch up.
I don’t need or even want a ticket window, because that would increase the cost of my bus ride. As such they’re little more than an interim measure, not a substitute for longterm investment.
A bus trip through Port Authority involves walking through endless stairwells past baffling signage (I’m taking bus number WHAT but looking for gate WHAT?), finding a ticket counter, waiting on line, and another line, and another.
I’d rather see my tax dollars invested in electrified rail, both on the inter-city and local levels. The driver was using a personal GPS unit to find his way so it sounds like training wasn’t up to snuff. Until high speed rail prices are similar or better than airfare and travel times are similar or better then high speed rail doesn’t have a chance.
Lastly, paying the price of New Jersey Transit tolls doesn’t come close to the costs of owning, operating, and maintaining the Northeast Corridor trackage.



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