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orionbuslover

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  1. I really want to hear the powers that be explain this version of limited service. Nobody will delay their travel for 60mins just to potentially save a few minutes of travel time. The time savings on a limited stop route really is end to end; those traveling somewhere in between might not experience any time savings over the local route. This is a "it looks good on paper" style of planning; it looks good to say they have new crosstown limited stop service, but the service isn't actually improving at all. If there's going to be an limited stop overlay of a route, run the local at reduc
  2. Apologizing to everyone for hijacking this thread and making it about Centro. This will be my last post here about them. I wasn't at those meetings and I find it hard to believe that people from the most affluent areas of CNY showed up and asked for a bus to connect Manlius, F'ville, and Dewitt to Shoppingtown. You say they did, and the routes did exist, so it proves my point further that Centro's priorities have always been out of whack. Choice riders over serving those in need. I bring up the Syrculator because I have yet to find one source that says Centro isn't paying the cost.
  3. NFTA's current plan isn't a major overhaul, but it's a start. That they're even considering streamlining these routes is a huge step forward from the days of the not so distant past when transit agencies operated as if their current routes are set in stone for all of time. Centro's 'Suburban Direct' routes from the early '00's didn't go downtown and they also didn't serve transit dependent riders in the city in any capacity. Very much along the lines of its current Syrculator route. It's almost as if Centro would do anything to NOT run an extra bus in city neighborhoods.
  4. I saw the headways on the Remix site and noticed they weren't that great. NFTA is definitely taking a more reserved approach to overhauling their system compared to Rochester. Changing the way things have always been done at any organization takes fearless leaders. You have some great ideas! I hope you make an official comment, as this is just the beginning of the process. RE Centro: You nailed it! I understand why all the routes go downtown because its smack dab in the middle of the city. But, so many service hours are wasted doing so. What should be straightforward, quick tri
  5. NFTA is currently in the process of spicing things up! https://metro.nfta.com/2021network https://metro.nfta.com/bsb Albany and Rochester have done it. NYC is tentative. Time for the guys and gals at Centro to get with the times. Hopefully, before 81 comes down.
  6. This redesign looks good! Does anyone know if this now the standard? IMO, Orion was the only manufacturer that got the CNG tank design right. The other manufacturers always had a tank that was not proportional to the bus.
  7. Thanks for the clarification! I forgot all about contracting out operations. There really are so many different quirks to consider. Very true. Modern day Detroit is much different than its heyday, but for most of it's existence, it was one of the biggest/densest American cities. Most people lived, worked, and played in the city and DDOT didn't need to consider what was going on outside city limits.
  8. Each cities/regions transit agency came about in a unique way. Some agencies like DDOT are directly ran by the city. MCTS in Milwaukee is ran by the county. LA Metro is also a county run operation, but many cities opt out and run their own system. Some areas have regional authorities that include several nearby cities/counties. In America, public transit agencies came about for the most part 40-75 years ago as private operators of public transit could no longer turn a profit. So, the leaders at the time had to consider their specific local/state laws and find a funding source that everybo
  9. Federal funds generally cover 80% of the cost of a new bus. The lacking 20% local/state match has led CTA to 'creative' solutions like leasebacks and bus overhauls.
  10. That's exactly the reason they're still around. Their budget is stable, but the state of Illinois went without a capital budget for over 10 years. It was 2019 when Illinois finally passed a new a capital spending plan, then the pandemic. They currently have over ~1300 buses that are over 12 years old. Majority of them had midlife rehabs and will be around for many more years.
  11. Syracuse, in general, hasn't figured out how to evolve as a city. And it affects all facets of life there. The pros you listed clearly outweigh having a timed transfer downtown. But, Centro's leaders have always maintained they can't improve the system without more funding. That's simply not true. CDTA in Albany did just that 10 years ago with their restructure and they now have many routes that offer 10min service all day long(a few even got down to 7/8mins before COVID). RTS in Rochester will launch their budget neutral restructure with 15min routes later this month. Many other American
  12. My point is Centro could operate more service, without more funding, if it tightened up its schedules. I would agree the James St-E. Syr schedule, which is longer and has heavy ridership, isn't padded and might need more time. But, that's the downside of a pure "pulse/line-up" system. The routes with the longest cycles (due to heavy ridership or distance) lock the other routes to have matching long cycles. All so buses meet downtown at the same time. You can see this with the long layover of buses at Valley Plaza/Nedrow, Shop City, Western Lights, Dewitt etc. The padding in those schedules cam
  13. Syracuse.com is reporting that Rep. Katko is pushing for $15M federal funding for the James St-South Ave brt lite route. I'm all for this expansion and hope the funding comes through. The article ambigously mentions travels times would improve from 40mins to 16-18mins. I'm assuming they're referring to the the travel time from Eastwood/E. Syr or OCC to the Hub. The sad part is, if Centro stopped heavily padding their schedules so that buses "line up" downtown, they can get those better travel times tomorrow and for free.
  14. Every city will have a unique path forward, but overall I think ridership will return to pre-pandemic levels across all service types. Ridership declined solely because people were staying home during the pandemic. Not because of permanent service cuts and the ensuing downward spiral or stagnation in ridership those cuts bring. Students no doubt want to be in school full time. Office workers are over being isolated from colleagues, bouncing to multiple Zoom meetings per day/week. And the service industry is desperately seeking more workers as restrictions loosen. Public transit will always be
  15. The 2018 study was very in depth about how to restructure the network. Even though this new study is taking into consideration the pandemic, it seems wasteful. The impacts of the pandemic seem to be overstated because at some point in the near future things will be back to how they were before the pandemic. At that point I would think the 2018 findings would suffice.
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