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map.man (Darrin)

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  1. NFTA-Metro

    The only agencies that the NFTA even comes near to connecting with are the Rural Niagara Public Transportation at Lockport and NCCC, and with the Seneca Transit System at the Seneca Bingo in Irving. The Citizens for Regional Transit have also looked to the possibility of GO linking up with an eventual commuter rail line from Buffalo into Niagara Falls, although that's a long way off. If the Province of Ontario gets the Niagara Region to take on the Presto Card for their agencies connecting with GO, I have a feeling that there'd be an even chance that it could go either way. From the convenience standpoint, NFTA Metro passengers would benefit from an integrated card system with GO, more than that of an Empire State managed card. However, I'd take advantage of either if given the chance. I do go to cities in either direction. =========================================================================================== Did a little digging and found out more information on the 1947 PCC cars that the NFTA acquired from Cleveland RTA for planned use on the Tonawanda rail line a number of years back. Before the RTA had use of them, they were in use by three more agencies: the Cleveland Transit System, the Shaker Heights Rapid Transit system, and the Twin City Lines of Minneapolis, MN. Quite an interesting history for them seeing five unique agencies in three cities!
  2. NFTA-Metro

    A directive from the governor a long time ago saying "prepare for this" could of allowed this to happen. I would have loved to be able to use a purse of money I put on my NFTA card, and be able to use it in Rochester, Syracuse, Albany, and New York. My pass is almost ALWAYS on me, wherever I end up. With everything going "global" for the marketplace, I can't disagree with you more. Any technology company that wants to profit, has to be able to do business abroad. The fareboxes that the NFTA ordered, for example, are not created with America in mind. They are used in other countries throughout the world. if the money is there to grab, I bet dollars to donuts that they'd salivate at getting their hands on a number of American markets. Other bus-related technologies are used in different countries, including NextBus, GFI Genfare, to name a few. In addition, they're out there likely with that technology waiting to be implemented if and when it happens.
  3. NFTA-Metro

    I don't think that it's not doable. Also, it's not the MetroLinx or NFTA that would be programming such card. Presto is a vendor that handles all the programming for the agencies that opt in to using their fare system. This includes other agencies such as Mississauga Transit, Hamilton Street Railway, Oakville Transit and GO Transit, to name others. Even Ottawa opted into the Presto Card, for use on their OC Transpo brand. If the agency wants to have the ability to use their cards on an multi-national basis, it's not all that difficult. More than one person is involved with the programming part of it, and I'm certain there are teams that specialize in certain aspects of the card, including the exchange rates used on "purses" for each agency or balance. When I had used my Presto Card up in the GTA, I boarded GO at Union Station, rode to Burlington, tranferred to GO Transit to Stoney Creek, transferred to HSR, reboarded HSR, and then GO Transit to get back to Niagara Falls. The purse (funds) attached to that card worked seamlessly across the agencies, and even allowed me a discount on my transfer to HSR, and treated my trip as continuous since my transfers happened within their transfer time limit window. The purse feature is not all that difficult from that of a debit card, in which you draw from a balance on the card. Again, it falls on the card provider (like Mastercard or Visa...or Presto) to have that functionality built in.
  4. Hazleton Public Transit

    Am working on it. Should have corrections by the days end. Part of the work is going to separate retired from the active. Am hoping the result will be a cleaner two tables.
  5. NFTA-Metro

    Don't know how they'd be a mess. The company managing the card would just have to have a program handling the exchange rate, OR just have a set dollar amount taken off, regardless of the side of the border you're on. For simplicity, I'd run it with a flat rate. The fare boxes in Buffalo "take" Canadian quarters, and don't distinguish, at least what I know. Chalk it up to doing business. Additionally, agencies can also have it set up where they take a set rate if the money on the card is in a different currency from theirs. Shouldn't be too bad.
  6. NFTA-Metro

    One of the things that was mentioned in their earlier report was the cap (which is expected). A bummer about this smart card system is that the system isn't used by any other nearby agency. In Toronto (or Ontario, for that matter), many agencies opted to participate in the Presto Card system. Would be nice to integrate all the systems and create something maybe called an "Empire Pass", where they can be used on different agencies. Presto works in Hamilton, on the GO system, Barrie, and even Ottawa. I would assume that the wider spread this technology gets too, the cheaper it might get for installation on buses and rail. Imagine the benefits of having New York City influencing the cost of a system like that when the NFTA can piggyback onto that contract. Works with buses.
  7. NFTA-Metro

    Here's the new Metro MetGo farebox. After digging a bit, I was able to find documentation on it. https://www.scheidt-bachmann.de/fileadmin/downloads/en/fare-collection-systems/FareGo/Flyer_FareGo_Sales_FB50_EN.pdf According to Metro Magazine, the CT-Dot and Hong Kongs' Octopus system use similar technology. Quoting: ' Project: Both Niagara Frontier Transportation Authority (NFTA) and the Connecticut Department of Transportation (CTDOT) will be rolling out the new FB50 fareboxes, says S&B’s Reese. Both NFTA and CTDOT will be account-based systems that utilize the FareGo solution and will be powered by the Octopus system (this is the software that drives the transit system in Hong Kong, with over 19 million transactions a day.).' www.scheidt-bachmann.com * http://www.metro-magazine.com/management-operations/article/710760/fare-technologies-adapt-to-growing-ridership-needs Don't know which the NFTA is going to use for the Metro Rail Stations, but might be one of these... FareGo Gate PG|40: https://www.scheidt-bachmann.de/fileadmin/downloads/en/fare-collection-systems/FareGo/Flyer_FareGo_Gate_PG40_E.pdf FareGo Gare SG|40: https://www.scheidt-bachmann.de/fileadmin/downloads/en/fare-collection-systems/FareGo/Flyer_FareGo_Gate_SG40_E.pdf
  8. NFTA-Metro

    At the early plans, trains were schedules to run every five minutes with two trains per set. If not mistaking, this leaves three cars as spares, approximately 9-10% of the fleet. The 29 foot buses are relegated (normally) to lightly used runs, such as Niagara Falls, 35-Sheridan, and 29-Wohlers, to name a few. The 29 for buses are preferred on the 29-Wohlers, due to the narrow side streets in the East Side of Buffalo.
  9. Centro (Central New York RTA)

    After what I hear happens from a Metro driver, I understand why they did it. Ewwwwwwwwww!
  10. NFTA-Metro

    All the info is on the wiki.
  11. Centro (Central New York RTA)

    Most uncomfortable seats. we have them on all the new Novas in Buffalo, however, we have a plastic insert on the 1700-series and some selected earlier buses. Ours are also a pretty boring pale grey color.
  12. NFTA-Metro

    Dunno, but am curious when and how the BRT system is going to run here. I thought the Niagara corridor would have started by now. In addition, there's this curiousity if the Kenmore portion would be a part of it, or would it be separated, and go back to the #30 line. It's surprising that about ten-fifteen years ago, the 30 Kenmore barely had Saturday service (>60 minute waits), and the Sunday portion was in it's infancy (with even longer waits...if it was even offered at the time).
  13. Future TTC Bus Orders

    The question would be if there are ramifications on staying exclusive to one manufacturer. Many agencies go out of their way to go with the cheaper solution, that fits into what they're needing. Also, would a question come up with NovaBus, for instance getting "all" the business, and force others out of business? A huge blow to a manufacturing company could happen if an agency becomes "exclusive" to one company. A lot of manufacturers have a hard enough time trying to stay in business. Technology could also be stifled by newcomers trying to enter the market.
  14. NFTA-Metro

    Being that it's underground has no bearing on how light (or not so light) it should be. If the NFTA cleaned the lenses and changed expired bulbs more often on the ceiling lights, the subway would be rather bright. As of this time too, they're changing a number of the ballasts on the track levels to LED lighting, which will be brighter, and need to be changed a lot less. Amherst Station is a prime example of the dramatic improvement in lighting. Originally part of a multi-line system (see https://cptdb.ca/wiki/index.php/Niagara_Frontier_Rapid_Transit_Plan), the plan was to extend the services to outreaching areas of the Niagara Region. Regrettably, governmental assistance in getting this to reality changed, and we were stuck with the present system. I remember the time before the Metro Rail system opened, and remember the 8 Main running three different schedules; for the city of Buffalo, out to Transit Road, and out Niagara Falls Boulevard. In addition, a "limited" service operated on the 44-Lockport via Main Street to the Metropolitan Transportation Center, the 9-Parkside complemented 8-Main service from Florence to the Marine Drive apartment complex, the 13-Kensington operated two different schedules from Delavan and Ferry Street to the old Buffalo Memorial Auditorium, as did the 10 West Utica and 12 East Utica from Utica. The 7 Baynes bus also ran from Allen to Downtown, although ending at Franklin & Swan. The 8-Main bus operated every few minutes from the city line into downtown during rush periods, and it was common seeing a giant thread of buses back to back from Utica to Downtown. I can't imagine the tax on the present system if the rail line was to shut down for an extensive period due to reconstruction. The NFTA shrunk the fleet size and number of drivers that I feel it would be impossible to recreate the past service levels to keep up with the passenger's demands. The rail system efficiently moves the masses from University to Erie Canal Harbor, with less manpower needed. I also remember the 32-Amherst "limited" from Delaware into Downtown Buffalo, and the 30-Kenmore "limited" too. They were all geared to operate as a 25-Delaware "special" from the outer terminals in the morning (usually 2 trips) and outbound as "30F" and "32F" trips (usually around 4:45 and 5:15pm). These trips eliminated the required transfers at Delaware Avenue to get to Downtown, and were the straightest and quickest shot into Downtown. A much different system.
  15. NFTA-Metro

    Compared with other buses of the 70's, I'm kind of surprised. A number of GMC "fishbowl" buses maintained 20+ years for a number of agencies. Interesting discussion to ask...were the 1976 GMC Suburban buses purchased removed from service prematurely? I'm thinking of the timeline when the Orion's came in (600-series) and they disappeared shortly afterwards. AFAIK, I don't remember wheelchair lifts on the 600's Orions, so the ADA accesibility issue wasn't part of it, correct?