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map.man (Darrin)

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  1. Misprogrammed, showing the side route instead. Nothing drivers did.
  2. Noticed myself, yesterday, and thought it was my eyes. New programming installed, or new hardware?
  3. Now that makes sense. The bus likely waits until the train arrives, not based on an actual time on the schedule. Therefore, no actual schedule. Curious why there's no mention to it on the STC website. I'd think some would be relieved that there would be a bus waiting for them, in case the train arrives later than scheduled. This is particularly helpful, since the train is scheduled to arrive at 7:22pm, well after the "daytime" schedule scheme where buses run more often.
  4. I don't seen mentions of it on here, but a new line run service has been created by Clydesdale Bus Lines, replacing similar service previously operated by Beiber Tours. The line is called the Reading & Philadelphia/Camden Line. Two trips, with returns in each direction, are offered daily, with weekends operating on a different time structure due to added stops along the route. Stops are at Camden, Philadelphia (Greyhound, 7th and Market and 30th Street), Reading (BARTA station and Clydesdale terminal). The King of Prussia Mall is added on weekends for shoppers, in addition to regular stops. A selection of the fares charged (via their website): Reading > KOP Mall $25.00 Reading > Philadelphia $35.00 Reading > Camden $60.00 https://clydesdalebus.com/index.html
  5. I see that the seasonal service expansion throughout the week from Burlington GO to Niagara Falls isn't running at the same frequencies as the schedule change last year, too.
  6. I wouldn't say it's entirely massive. The 24X and 24L will take place of the present service, although the 24L will take a longer period to get downtown. The schedule also becomes a little more standardized that the 204, with more evenly spaced service, and later service in the evening. If you look at the timing for the buses too, the 24L also shaves only about 7 minutes off the 24AB service and adds another 10-12 minutes from the 204's present times. I can bet that the mid-day trips showed a very poor ridership, and they had to find ways of improving passengers numbers. Instead of delivering no express service, they opted to limit the stops and inconvience for a few extra minutes over requiring a long local trip into Buffalo.
  7. Curious if the NFTA bothers with a contingency fleet or not. For quite some time, we were so short on buses here, a number of trips had to be cancelled...upwards to 40 individual trips on some days. I may be wrong, but doesn't the NFTA ask for (and get) extra aid to help with the upkeep of the Metro Rail system?
  8. The new schedule for the 24ABLX is posted for the next schedule change. Not what I expected for "limited" service...I'm hoping passengers don't get too ticked off watching the bus pass by, because they didn't understand what the 24L was. http://metro.nfta.com/Routes/preview/24.pdf Note: I don't know if it will matter, but the 24X variation does not list the airport as a stop on the timetable, even though it does stop there. I don't know if Metro is bothering since the time might be confusing since it's after the Holtz Road timepoint. A little picky on my side, I know....
  9. I think the NFTA goes out of their way to extend the life of buses, way further than most agencies. If not mistaken, Rochester, Syracuse and Albany's systems carry the buses for about a twelve-year service span (the recommended) and either retire or auction them off. I'm curious, where does the RGRTA auction their buses, if they do so? At twelve years, I can assume they have some life left in them, or are they beaten up that bad?
  10. Route 604 is the Niagara-on-the-Lake Shuttle, but that also begins at Floral Rock north of Downtown. Are they planning something that starts a little further down (Bridge Street)? The 400 series routes are also assigned under St. Catharines Transit. I wonder if it's a place marker for a St. Catharines route that may take the place of route 11 (which was the GO shuttle on weekends, from St. Catharines VIA station to NOTL. Probably will find out in the coming weeks. I don't know if that'll be attractive, especially since there's a good distance between stops. I'd find the train more attractive (- convenience) if I could drive a short distance to the stop and board the train. Right now, I have to commute a good seven miles (damn, slapping my hand....11 km) into town for a bus ride for an hour into Buffalo. The nice thing about commuting via public transit is the opportunity to nap on the way in. Have done MegaBus from Toronto to Buffalo on the QEW, and it's a horror. Had to jump on local streets heading toward Hamilton (from Oakville), through Burlington and ended up on the Lincoln Alexander Parkway before returning via Red Valley Parkway to the QEW the one time. Got into Buffalo about 3-4 hours off schedule. Passengers were pissed, but what could they do? It was traffic.
  11. I went and read the article (thanks for posting it) and found it to be an interesting read. However, please note that it's averaging 17 people in the morning (between St. Catharines and Niagara Falls stops) and 28 at night (for the same two). One of the issues that's showing the lesser ridership is the times of the trains, as well as the limited stops offered. If not mistaken, there's going to be additional stations, and the closer they get to Hamilton proper (Centennial and Casablanca, perhaps?) the added riders will bring those numbers up. The addition of more trips will make the service a little more convenient too, and hopefully increase, instead of splitting the present ridership over multiple trips. I've also noticed a reference to a "438 GO Shuttle" on SCT's bus tracker, but see no mentions of it on the site for schedules. Is this something upcoming?
  12. Even with the age of the buses, they feel like they operate a lot better than the 2001-2002 and 2004 Gillig buses. Wasn't a huge fan of them from the start, but that generation at least had more comfortable seats. I always thought the buses were a lot dirtier, since dust managed to be stuck in the pegboard-like panels in the ceiling. I wonder if the NFTA is going to try and extend their life further than all the 2001, 2002 and 2004 buses.
  13. Previous experience is a "no". On occasion, you may get a driver that might, but it's rare.
  14. Since you may be familiar with them, were the trolley buses as accepted as the beloved streetcar? I would assume the overhead wiring was almost identical to the streetcars, correct? IMO, it just doesn't look as understandable as a streetcar using it.
  15. I would think it's going to be typical of any agency, where ever you are. The electric bus is new technology, and it' relatively safe to assume that they will be tested over time to make sure that they are worth the effort to continue purchasing. Here, in Buffalo, we're planning on getting a few electric powered buses to test out before jumping into it, full force. We did the same in the 1990's when we made our first attempt at CNG buses, which (at the time) were not perfected. Fast forward over twenty years later, and the reliability factor has improved to a point that we began purchasing them in smaller batches. We're nearly at 80 buses powered by CNG, but are still ordering diesel to be cautious. I would hate to see the TTC end up with a heavy fraction of the buses removed from service because of issues that were not investigated into early enough. It's bad enough trying to catch buses at the present time, along busy routes.
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