Regional Bus Operations MTA ( RBO ) is the surface transit division of the Metropolitan Transport Authority (MTA). It was made in 2008 to consolidate all bus operations in New York City operated by MTA. In February 2018, MTA Regional Bus Operations operates 234 local routes, 71 express routes, and 17 routes Select Bus Service. Its fleet of 5,725 buses is the largest city bus fleet in the United States.
This division consists of two brands: Bus MTA and MTA New York City Bus . While the MTA Bus is an amalgamation of the routes of previous private companies, the New York City Bus MTA consists of a public route taken over by the city before 2008. The MTA also operates paratransit services and previously operated the Long Island Bus.
Video MTA Regional Bus Operations
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Regional Bus Operations are currently only used in official documentation, and not as public as brands. Public brands are currently listed below:
- New York City Bus - most of the routes in New York City, operated by the New York City Transit Authority (NYCT) and Manhattan subsidiaries and the Bronx Surface Transit Operating Authority.
- Bus MTA - services previously managed by the New York City Department of Transport and operated by seven companies at the time of takeover, are concentrated in Queens, with multiple routes in the Bronx and Brooklyn, and most express services from Brooklyn, Queens, and Bronx to Manhattan. The previous seven companies are, Command Bus Company, Inc.; Green Bus Lane, Inc.; Jamaica Buses, Inc., Liberty Lines Express, Inc.; New York Bus Service, Inc.; Queens Surface Corp.; and Triboro Coach Corp.
The most common scheme is a straight blue line on the side of the bus with white base, no color in front or back, and black trim window. From 1977 to the end of 2007 (and still in many fleets), the livery is a full line with black rear, and until the end of 2010 (and still on buses repainted during this time), the scheme is a stripe with a blank back. Buses operated at the Bus Bus Bus Service are packed with bright blue-and-white packages under the window. In spring 2016, new shades are introduced based on navy blue, light blue, and gold, with mostly blue front and side, light blue and gold waves, and gold back. This new color will gradually replace the blue line on the white base livery, and with the introduction of a new livery, the only public distinction between the New York City Bus MTA and the MTA Bus will be the garage sticker.
Currently, many of RBO's operational changes have been at the management level, with the establishment of an integrated command center and management consolidation for all bus operations, with the aim of reducing redundancies in agencies. Other changes include removing the MTA Bus call center, folding it into the New York City Transit MTA, and tariff policy unification for all MTA services.
Maps MTA Regional Bus Operations
History
The history of MTA bus operations generally follows the history of the New York City Transit Authority, also known as the New York City Transit MCT (NYCT), made on June 15, 1953 by the State of New York to take over operations and then operated by the New York City Transportation Council. In 1962, the State established Manhattan and the Bronx Surface Transit Operating Authority (MaBSTOA) as a subsidiary of NYCT to take over operations operated by two private companies, Fifth Avenue Coach Lines, Inc. and Surface Transit, Inc. Both NYCT and MaBSTOA operate services under a lease agreement with New York City.
New MTA City Bus
The city's involvement with surface transit in the city began in September 1919, when Mayor John Francis Hylan, through the Department of Plants and New York City Structures (DP & amp; S), organized private entrepreneurs to operate "emergency" buses to replace four storage batteries abandoned. tram lines: Madison Street, Spring and Delancey Streets Line, Avenue C Line and Sixth Avenue Ferry Line. Many routes are immediately added, replacing paths such as Brooklyn and North River Line (trolleys) and Queens Bus Lines (buses), and DP & amp; S also began operating a trolley at Staten Island to replace the Staten Island Midland Railway system. Eventually all of these routes were transferred to private management.
The acquisition of another city is Bridge Operating Company, which runs the Williamsburg Bridge Local trolley, acquired in 1921 by the DP & amp; S. Unlike other routes, this one still operates in the city, and was replaced by the B39 bus route on December 5, 1948, then transferred to the New York City Transportation Board.
With the takeover of the Brooklyn-Manhattan Transit Corporation, Brooklyn and Queens Transit Corporation, on June 2, 1940, the city acquired a large network of trolley and bus lines, covering all of Brooklyn and parts of Queens. On February 23, 1947, the Transportation Board took over the Staten Island bus network from the Island Transport Company. Further acquisitions were made on March 30, 1947, with the North Shore Bus Company in Queens, and September 24, 1948, with the East Side Omnibus Corporation and Comprehensive Omnibus Corporation in Manhattan. The last Brooklyn trolley was Church Avenue Line and McDonald Avenue Line, discontinued on 31 October 1956, though privately operated (by Queensboro Bridge Railway) Queensboro Bridge Local remained until 1957.
Thus, in the late 1950s, the city operated all local services in Staten Island and Brooklyn, about half the local services in Queens, and several routes in Manhattan. Some private companies operate buses in Queens, and Avenue B and East Broadway Transit Company operate a small Manhattan system, but by far the largest system is the Fifth Avenue and Surface Surface Coaches, which operates almost all of Manhattan routes and all Bronx routes, plus two to Queens (15 Fifth Avenue - Jackson Heights and TB Triborough Bridge) and one in Queens (16 Elmhurst Crosstown). After a strike in 1962, the city condemned the assets of the bus company. To facilitate the anticipation of the sale of bus services back to private ownership, a new agency, Manhattan and Bronx Surface Transit Operating Authority (MaBSTOA) was formed as a subsidiary of the New York City Transit Authority to operate the Fifth Avenue Trainers' Track, Inc. and Surface Transit, Inc. route under lease from the city. The final acquisition in 1980, when MaBSTOA took over the operations of Avenue B & Route East Broadway Transit Co. Inc., using MaBSTOA equipment with signs of the Avenue B roll route (NYCTA acquired 13 Grumman Flxibles who had been assigned to Avenue B and placed it in the NYCTA service).
However, by the end of 1981 the MTA decided to merge the New York City Authority Transit Authorization Division (aka NYCTA Civil Service) with Manhattan & amp; The Bronx Surface Transit Operations Authority (aka MABSTOA Non Civil Service) becomes a single entity using the MTA - New York City Transit Authority, or MTA - New York City Bus moniker instead of the first.
The public takeover of the remaining Queens bus, as well as most of the express routes, was carried out in 2005 and 2006 when the city purchased assets from seven private bus companies, and entered into agreements with new MTA Bus Companies for their operations and funding. In 2008, bus operations from New York City Transit and MTA Bus Company (and former Long Island Bus divisions) merged into a new regional operation, MTA Regional Bus Operations. The New York City Bus brand continues to be used; however, (and the MTA Bus brand) is being removed with the introduction of a new blue and gold livery; the first two buses with a new livery for the New York City Transit service delivered in autumn 2016 (MTA Bus has the first 75 samples delivered in spring and summer 2016). Even with the new livery, the New York City Transit Authority, Manhattan and the Bronx Surface Transit Operating Authority, and the MTA Bus Company continue to be the legal entity that operates the service.
MTA Bus
MTA Bus Company was established in late 2004 to operate the bus service resulting from the takeover of the city from privately operated bus operation operations previously administered and subsidized by NYCDOT.
The route was taken over by a staggered schedule, starting with the Liberty Lines Express bus route on January 3, 2005, the Queens Surface Corporation bus route on February 27, 2005, the bus route of the New York Bus Service on July 1, 2005, Bus Command Corporate bus route on December 5, 2005, the Green Bus Line bus route on January 9, 2006, and the Jamaica Bus bus route on January 30, 2006. Triboro Coach Corporation, the last remaining company, ceased operations on February 20, 2006.
Currently, the only non-consolidated NYCDOT subsidized line into the MTA Bus is the line run by the Academy Bus and formerly by Atlantic Express until their bankruptcy in 2013. The Bus Academy previously operated the route and others until 2001, when Atlantic Express and the NYCT took over. Although the routes of X23, and X24 are absorbed by Atlantic Express, routes X17J, X21, X22, and X30 are absorbed by the New York City Transit Authority. NYCT discontinued service on X21 after takeover. Recently, NYS Assemblyman Lou Tobacco and NYS Senator Andrew Lanza, along with US Congressman Michael E. McMahon and NYC Councilmen Vincent Ignizio and James Oddo have asked the MTA to see the possible consolidation of the rest of the NYCDOT route. In Brooklyn, a company called Private Transportation operates the B110 route; this is a franchise but not subsidized by NYCDOT. Atlantic Express also runs AE7 express routes from Travis, Staten Island and Tottenville, Staten Island in the same way as the local Civil Transportation B110 route. Quoting low riders and raising costs, Atlantic Express canceled the AE7 service on December 31, 2010. Board members Ignizio and Oddo and Congressman Michael G. Grimm have asked the MTA to change that route as well.
Merge
The current system emerged in the mid-2000s following the assumption of the MTA, through its subsidiary MTA Bus Company (MTABC), a service previously operated by a private operator under an operation authority agreement administered by the New York City Department of Transportation, substitute of the New York City Franchise Bureau. MTABC operates services based on an agreement with New York City where all MTABC expenses, minus operating income, will be reimbursed. It carries almost all bus transportation in New York City under its control.
After the bus merger was completed in 2006, the MTA then moved to streamline its operations through consolidated management functions. To that end, the RBO was formally established in May 2008, with the president of New York City MTA Transit Bus Department, Joseph J. Smith, who was appointed to lead a consolidated bus operation. The MTA Regional Bus also includes the Long Island Bus MTA division until December 2011, when its services are transferred to the private operator Veolia Transport.
In 2008, bus operations from MTA Bus Company and New York City Transit (as well as former Long Island Bus divisions) merged into a new regional operation, MTA Regional Bus Operations. The MTA Bus brand continues to be used. This brand, and the New York City Bus brand, was removed from the bus that was delivered starting in 2016, and the blue-line livery was replaced with a new blue-gold livery. The first sequence with new livery, 75 buses articulated for MTA Bus, delivered in spring and summer 2016.
As of December 31, 2011, the Regional Bus Operations MTA also operates the Nassau County bus and paratransit service, formerly known as the Long Island Bus. This service is operated by MTA under a deal with Nassau County, which has facilities and equipment. In 2011, the MTA asked Nassau County to provide more funds for the Long Island Bus than at the time. The County declined to provide additional funding, and the MTA chose to terminate the system operation by the end of 2011. The County then decided to lease Veolia Transport, (now Transdev) a private transportation company, to operate the system at MTA premises starting in 2012. The system later changed name to "Nassau Inter-County Express".
Operation
Regional MTA Bus Routes are scattered throughout New York City. However, some bus routes may also operate outside the city limits. Routes Q5 and Q85 cross the Nassau County border to go to the Green Acres Mall in the Valley Stream. Routes Q2 and Q110 leave Queens as they walk along the Hempstead Turnpike and onto the Cross Island Parkway, and Belmont Racetrack at Elmont, where they re-enter the city. Local Q46 buses and QM6 operate along Lakeville Road in Lake Success, Nassau County when entering the Long Island Jewish Medical Center and North Shore Towers. Q113 and Q114 crossed into Nassau County between South East Queens and Far Rockaway. During rush hour, select the bus Q111 run to Cedarhurst in Nassau County. The Bx16 route runs into Westchester County for two blocks in Mount Vernon. Buses Bx7 and Bx10 are both their last stop on the Bronx-Westchester border. The BxM3 express bus leaves town as they operate to Getty Square in Yonkers. S89 is the only route to stop outside the state border, ending at Light Rail Station Nyala-Bergen 34th Street in Bayonne, New Jersey. Some Staten Island Express routes run through New Jersey, but do not stop in the state.
The New York City Transit bus route is labeled with a number and prefix identifying the main district of operations ( B for Brooklyn, BX for Bronx, M for Manhattan , Q for Queens, and S for Staten Island). Bus Express uses the letter X instead of the borough label. Abandoned suffixes can be used to designate branches or variants. Bus routes of the MTA Bus Company follow this scheme as well, but incorporate prefixes for inter-district express routes to Manhattan (ie the express route from the Bronx begins BXM ; from Queens, QM ; from Brooklyn, BM ). This is the labeling system previously used by previous private operators. In August 2018, all express bus routes on Staten Island are expected to be replaced with 21 new routes with the SIM prefix.
Local and limited-stop service
Local buses and limited stops provide services in one area, or in some cases in two areas. While the local bus makes all the stops along the route, the bus that stops is limited to just stopping at busy transfer points, points of interest, and frequently used highways. The limited stop service was first attempted with the M4 bus during peak hours in 1973, then extended to another route from there. The usual setup is that a limited stop service runs the full route while local services run only in a limited stopping area, and a local limited stopover bus is at the tail end of a route not served by locals (similar to the operation of several subway services and Staten Island Railway). There are also buses with limited routes, with local variants stopping confined along the route; limited buses without local variants under the same route number; and buses with limited zones, with semi-limited sections (with smaller distances between stops compared to regular limited routes) near the tail end of the route, and the non-stop section in the center.
Most unlimited bus stops blinking "LIMITED" or "STOP LIMITED" in the destination mark. Sometimes, orange and purple paper "Limited" marks will also be placed at the bottom of the windshield by the bus operator. The dark blue sign "LOCAL" and red "Express" also exist.
The following MTA Regional Bus routes run a limited stop service (for non-Staten Island routes, where there is a route numbering system, bold indicates no appropriate local service on a restricted stop route, and italic indicates no appropriate local day service on a limited stop route):
Select Bus Service
Select Bus Service (SBS), the brand name for the MTA bus rapid transit service, is a Limited-Stop bus service variant which requires that tariff payments be made before before boarding the bus, at the tariff payment machine at the shelter at " "designated (such a shelter is shown on the right). The receipt given for tariff payment is "payment receipt" which must be shown to the MTA tariff inspector upon request. In the event that the tariff machine fails to issue a receipt, the bus operator must be notified of the problem. The implementation of the new service is paired with new lane markings and traffic signs ordering lanes for buses only during daylight hours.
The first Select Bus Service corridor, at Bx12 along 207th Street, Fordham Road, and Pelham Parkway, began operating on June 29, 2008. The next line, M15, sees the Select Service starting on October 10, 2010 after the delivery of a new low-floor bus. The M34/M34A line begins on November 13, 2011. Initially, a planned 34th Street busway would require eliminating 34th Street as a way through, but that's down for the standard SBS model. The B44 Rogers/Bedford/Nostrand Avenues bus route, the fifth bus corridor of the City Select Bus Service, takes place on November 17, 2013 after the arrival of a new tariff machine. The Hyunda Boulevard/Richmond Avenue S79 route, originally scheduled to be converted into SBS in 2013, was moved until September 2, 2012; the local equivalent of the S79 route is the S78 and S59 buses. The sixth corridor, the second for the Bronx, began serving the Bx41 Webster Avenue route on June 30, 2013; this route is the first SBS "Stage II" route to start service (the existing corridor plus B44 consists of Phase I). Another Select Bus Service route on Webster Avenue, which will be extended to run between LaGuardia Airport and Fordham Plaza alongside the local Bx41 route, is proposed for implementation later.
A seventh corridor, and a third for Manhattan, the 125th Street-Triborough Bridge-Astoria Boulevard bus route to LaGuardia Airport, was converted to SBS on May 25, 2014; Local services are being replaced by other routes that run along the route M60 (M100, M101, Bx15, and Q19). The Eighth Bus Select Service route is planned in the 2014-2017 Financial Plan. The eighth Select Bus Service Corridor (the ninth overall route), and the fourth in Manhattan, is for the M86 runs on 86th Street, originally scheduled to begin running on June 28, 2015, but pushed back to July 13, 2015; it does not include major changes in terms of quitting.
The ninth corridor, and the second corridor to Brooklyn, is B46 on Utica Avenue. When implemented, the local route and Select Bus Service from B46 alter the northern terminal to increase reliability. Originally planned for implementation in the fall of 2015, it was instituted on July 3, 2016. The tenth corridor, and the first for Queens, is a limited Q44 bus route running on East 177th Street (Cross Corex Expressway road service) and Main Street, November 29, 2015. Selected stops in the Bronx are combined into a busier halt for faster service, and some stops in Queens have been replaced by local Q20A/B routes. Since the two Q20 branches do not enter the Bronx and Q44 only runs the local soluble night only , Q44 obtained SBS 24/7 service between Bronx Zoo and Jamaica. Q20A replaces the local Q44 in Queens late at night.
On September 25, 2016, the eleventh corridor (the twelfth route overall) and the second for Queens, Q70, was renamed "LaGuardia Link" and became the SBS route. Unlike the other SBS routes, the Q70 is wrapped in a light blue scheme with clouds and airplanes to encourage more people using public transport when using the airport. This marks the first route of SBS MTA Bus, as well as the second for Queens and the eleventh overall. The M23, the twelfth corridor (thirteenth route) and the fifth in Manhattan, became the Select Bus Service route on November 6, 2016 with dedicated bus lanes and countdown hours at several stops, replacing the local M23 service for a cost of $ 1.7 million. M79 becomes the SBS route on May 21, 2017, with the installation of bus lanes along its route. Bx6, after the completion of the widened bus and pavement lanes, became the SBS route on September 3, 2017. It complements local services with stops at high riders stops. This is the third route for the Bronx. Select Bus Service along Woodhaven and Cross Bay Boulevards is implemented on the Q52 and Q53 routes on November 12, 2017. B82 SBS will replace the current Limited-Stop route in July 2018. Bus lanes will be installed along with Vision Zero improvements, such as additional crossings and islands pedestrian.
Buses used in these services can be identified with "stations" equipped with ticket machines, and also have a "selectbusservice" wrap identifying them as such buses. Locations of stops (and in some cases, local bus stops) are shifted or eliminated where possible to prevent mixing of local bus customers. SBS is offered in conjunction with New York City and the New York State Department of Transportation.
Express services
The express bus service is generally geared to busy hour passengers from the neighboring suburbs and neighboring suburbs that do not have train or subway services to and from Midtown Manhattan or Lower Manhattan. Some routes also provide significant off-peak services from morning to evening, every day (mainly X10, X17, X27, X28, BxM1/2, BxM3, BxM4, BxM6, BxM7, BxM8, BxM9, BxM10, BxM11, QM2, QM4 and QM5/6; X1 runs 24 hours a day). The 45-foot MCI and over-the-road Coach at the top are used for express services.
The service initially began in 1965, on the R8X route (now X8) traveling from Staten Island South Beach, to Hylan Blvd and Pastor Capodanno Blvd., to Downtown Brooklyn. In the 1980s, the R8X was numbered and diverted from Brooklyn to the current terminal in Lower Manhattan.
Access-A-Ride
In addition to 100% accessible bus fleets, New York City Transit also provides paratransit services under the United States with Disabilities Act (ADA) in 1990 under the Access-A-Ride brand, for customers who can not use regular buses or subway services. It serves all five districts of New York City at all times. Access-A-Ride paratransit services are provided by independent contractors, using vehicles owned by MTA. Although all buses are wheelchair accessible, these vehicles provide transportation options accessible to MTA riders. This program was created in 1991 after the passing of America with Disabilities Act of 1990.
Bus stops
Inside the service area, bus stops are usually located every two to three separate city blocks; Specific guidelines specify that stops should be placed every 750 feet (230 m). Buses are marked Stop Limited, Select Bus Service, and Express has fewer stops. Stop is located on the side of the road, usually at the intersection, identified by blue signboards and shelters. Buses stop either on concrete pads, or designated bus lanes (maroon if painted). Several bus stops, especially along Bus Service Select routes, are designed as a bus bulb.
All bus stops are valid at any time unless otherwise indicated by a sign.
Signage
The bus stop in New York City is identified by two types of signs:
- A simple rectangular metal sign, similar to other road signs in the city.
- New coded color marks showing routes and destinations.
In addition, the Queens bus that runs along the border with Nassau County (Q36, Q46, QM6) or in Nassau County (Q111, Q113, Q114) will occasionally share former Long Island Bus plates with Nassau Inter-County Express bus service , although many stops on Q111, Q113, and Q114 routes in Nassau County were not signed, or simply signed as "No Stopping Bus Stop". These marks are also made of metal.
New signs, used on all New York City bus routes, were already in the mid-2000s, while long-term bus stops still existed on many of the Bus-branded MTA routes, showing only routes and not destinations. All bus stops inside the city border are managed by the New York City Department of Transport. New marks made of recyclable ABS plastic that last up to ten years and are easier to treat than old metal markers, which last about three years on average. The green plastic pole stands from 12 feet (3.7 m) to 20 feet (6.1 m) high, versus the 6-to-9-foot-high metal marks (1.8 to 2.7 m). Both the old stop and the new style carry the Guide-A-Ride box attached to the center of the pole, providing route maps, schedules and other information. The A-Ride Guide Box was installed on all NYCT routes in the 1980s. Implementation on the MTA Bus Company route started in 2000 for express buses, and in 2012 for local bus routes. All bus stops have schedules in 2014.
Old tag
The first metallic signs in the city to display a bus pictograph was installed by the Transit Authority in the 1960s. The metal signs in their current design, which are primarily used on routes operated by the MTA Bus and at the temporary development bus stop, were first used in 1976, as part of a pilot program at Fifth and Sixth Avenues in Midtown Manhattan funded by the Urban Transit Administration Bulk, and fully implemented in the 1980s.
In its current iteration, the top of the mark is red, reading "NOT STANDING" with an arrow that identifies a non-standing zone. Below on a blue background is a white circle, with a blue pictogram of the bus and wheelchair of the International Access Symbol. Routes are identified with color-coded labels (see below), but without a purpose. Some signs for the express bus service are lime green and read "EXPRESS" at the top.
New sign
The bus signs stop in the form of a modern colored lollipop, which is used at all bus stops on the New York City Bus-operated route as well as at the bus stop alongside the MTA Bus route and other companies, first installed in November 1996 in Jamaica, Queens. They are designed by W.S. Sign in Design Corporation. The marks were made after two federal grants were awarded to the MTA and DOT in 1994 of $ 1.5 million, in response to complaints from bus drivers that previous metal signs lacked basic information about bus routes and schedules, and that some signs often disappear altogether. They are based on the signs used in London and Paris that have existed since at least the 1950s.
It is important to note that these signs are posted in violation of the State of New York Vehicles and Traffic Laws, Section 1680 which requires all "traffic control devices" to comply with US Uniform Manual of Traffic Control Devices (MUTCD) as modified by NYS Additional . They are a violation because parking signs should be rectangles instead of circles. As a partial result of posting these signs, the federal government is considering denying highway assistance money to the city.
The new bus stop sign has a large circle on top and colored color-coded bus information at the bottom. The bus stop circle also has a pictograph of the ADA bus and wheelchair, white with a blue background. Hanging pole below is a square bus sign, color code based on service type. Each has its own route number and final destination, usually the environment in which it ends, although the road or landmark is listed for multiple routes. Local Bx12 signs that read, for example, read "Sedgwick Avenue" instead of the University Heights neighborhood. At the bottom of this area there is a white box with black text announcing the name of the stop, usually the street names at the intersection. At bus stops operating at any time of the day, the arrows and red text at the bottom of the upper circle indicate zones without cars for cars. At a halt that operates only part-time, the upper route number box will read "NOT STANDING", with the primary destination box specifying the day and/or time of day in effect. Several bus routes that run under elevated subway lines (such as Bx9 under elevated Broadway in the Bronx) use a metal bus stop sign with a printed image depicting the modern bus sign, affixed to the El pillars.
Electronic countdown clock
Several bus stops, manufactured by Data Display and STV Incorporated, feature electronic countdown clocks. In addition to routes and destinations, the LED reading in between displays how many stops or minutes go on the next bus using the "Bus Time" MTA system. The first two signs of this type, at Stapleton and New Dorp on Staten Island, are installed in 2013. Stapleton stops solar powered. The third stop is installed near City Hall in Manhattan by 2015. Additional 18 stops on Staten Island and Brooklyn are approved for installation by the end of 2014, 10 for Queens by 2015, and 100 on Staten Island by 2016, as part of the NYCDOT plan to install about 350 in all cities. In 2018, as part of the Bus Action Plan, the MTA announced that more signs would receive electronic countdown hours.
Some stops along Bus Select Bus routes, such as B44, B46, M34/M34A, M60, M79, M86 and Q44 use different countdown hours that are separate from bus stop signs. This hour is part of a search information kiosk installed in conjunction with the city WalkNYC project that begins in 2013. By 2016, a total of 32 bus stops have one of the two countdown clocks installed. The countdown clock is currently the successor to the M15 pilot program in 2007, and the other on the M34 and M16 buses between 2009 and 2012.
Colors mark
The nameplate for the route at the bus stop can be given different colors depending on the type of service available at each stop.
Shelters
Bus shelters found at many bus stops are designed by Spanish-based advertising company Cemusa as part of a citywide street furniture project that also includes news kiosks, bike shelters and public toilets. Cemusa was awarded a 20-year contract for 3,300 bus stops in May 2006, after the project received a design offer that will return to the 1990s. Unlike the city that pays Cemusa to install the shelter, the company pays for the exclusive right to advertise in a shelter; in return, the company will share a portion of the advertising revenue generated. They replaced a simple old-fashioned shelter, consisting of black-painted metal with glass. The first 24 shelters were installed in December 2006 in Queens.
Designed by British architect Nicholas Grimshaw and his company Grimshaw Architects, the shelter is built of stainless steel, with glass on three sides including the roof and rear. The fourth side consists of the ad panel. In the non-advertisement panel are the inserts that include the intersection stops where the stops are located on the outside, and the route and information maps are also displayed in the A-Ride Guide on the inner face. The shelter is available in five sizes (Usual: 5 by 14 feet (1.5 m² 4.3 m), Narrow: 3.5 by 14 feet (1.1 m² 4.3 m), Short: 5 times 10 feet ( 1.5 mm 3.0 m, Slightly: 3.5 times 10 feet (1.1 mm 3.0 m), and Dual: 5 times 26 feet (1.5 m² - 7.9 m)) All residential the modern has benches (many of which are not), and is praised for its eco-friendly construction during their introduction.Some of these shelters, especially in Manhattan, have been equipped with LED displays, LCD video ad panels, and advertising panels with NFC communications technology. After the acquisition of Cemusa by the French advertising company JCDecaux in 2015, the bus stop is now managed by JCDecaux.
Late-night Request-A-Stop
Between 10:00 pm and 5: 00Ã, a.m., "Request-a-Stop" service is available in accordance with NYCDOT traffic regulations. If requested by passengers, the bus operator can vacate passengers at a location along a route that is not a bus stop, provided that it is considered safe. If the location is not "safe" (it will disrupt the flow of traffic), the bus operator will drive passengers at the nearest safe location. Request-A-Stop is not available in Select Bus Service, Express route, Limited-Stop routes, or overnight shuttle bus. Request-A-Stop was inaugurated on 5 December 1993 in Staten Island, and expanded to other territories in 1994.
Fleet
The fleet consists of more than 5,700 different types of buses and models for fixed route services, making the MTA RBO fleet the largest public bus fleet in the United States. The MTA also has over 2,000 vans and taxis for ADA paratransit services, providing services in New York City, southwest Nassau County, and the town of Yonkers. All vehicles (except for paratransit taxis) are fully accessible by persons with disabilities. The fixed route buses are shipped from 28 garages (20 New York City buses and 8 MTA Buses) and one pavilion in New York City.
Several fleet improvements have been introduced during system history. The first large sequence of air-conditioned buses began operating in 1966. The "Knee Bus" was introduced in 1976, and wheelchair lifts began appearing in 1980. Also in 1980, the stop-request cable ("bell wire") was replaced by tape yellow strip. However, the buses are ordered after the 2008 feature cables rather than strip ribbons due to the latter's higher maintenance costs. Articulated buses were introduced in 1996, and have since become prominent in the Bronx and Manhattan. The low-floor bus, designed to accelerate up and down and improve driving conditions for elderly and disabled passengers, was first tested in 1997 and has made most of the new non-express buses ordered since the early 2000s. Most post-2000 orders also feature a stop-request button located in the scramble bar. Starting in 2016, new orders along with buses built after 2011 will be built/installed with Wi-Fi connectivity and USB charging port.
The pilot program is currently underway to bring the audio/visual system to the current and future bus fleet. This will include a digital information screen installed all over the inside of the bus that will provide real-time information such as time, weather, advertising, service advisors, and automatic announcements announcing the next stop & amp; ILM in an effort to improve customer service and accessibility of ADA. This screen is currently being tested under contracts from 3 different vendors and will eventually be extended to all city fleets.
New clothes are also introduced, replacing the blue line pattern on a white base that has been used in one or more variations since the late 1970s. The first bus enters the service in mid-May 2016 on the Q10 route.
Buses operating on clean or alternative fuels are also an important part of the fleet, especially since the establishment of the MTA Clean Fuel Bus program in June 2000. The buses running compressed natural gas (CNG) were first tested at the beginning 1990s, and bulk orders began in 1999. Hybrid electric buses, operating with a combination of diesel and electric power, were introduced in September 1998, and bulk orders began in 2004. In the current fleet there are more than 1,600 diesel-electric buses and over 700 buses powered by compressed natural gas, the largest fleet of its kind in the United States.
Tarif
Dollar and half dollar bills are not accepted on the fixed-route bus or payment station Select Bus Service, nor are they received on the Bee-Line (Bee-Line) Bee-Line bus service in Westchester County or Nassau Inter-County Express (NAS) in Nassau County. All rates are in US dollars, and the following tariff policies apply to all New York City Transit buses, MTA Bus, NICE, and Bee-Line (except for BxM4C). Up to three children aged 5 years or younger can ride free as long as they are accompanied by riders who pay the tariff.
Service quality
Frequency
Starting November 2017, three-quarters of the bus routes provide high-frequency services at least in one direction during rush hours, with buses arriving at least every ten minutes. Of these routes, 54% provide high-frequency services in both directions, while 21% provide services only in the top direction (towards the transit hub during the morning, and away from these centers during the night). A quarter of the route is run with a headway of more than 10 minutes during peak hours.
Of the five borough regions, the Bronx has the largest proportion of high-frequency bus routes in both directions, with 65% of the route running frequencies as in November 2017. Manhattan has the highest route ratios with high frequencies at least one way, at 85%. On the other hand, more than 60% of the routes on Staten Island, the most populous small town, run at low-frequency rush hour, marking the highest ratio in the city. In about 28% of the urban environment, less than half of the routes operate at high frequencies in both directions. Neighborhoods outside their respective business district districts, as well as off-peak services, are more likely to be subject to low-frequency bus services, despite significant off-peak demand in areas such as Forest Hills, Queens, and Sunset Park, Brooklyn. The MTA Bus and New York City Buses also have the highest rates for deadheads running in the US, or "non-in-service" running without passengers, with 19% and 14% trips respectively becoming deadheads.
Buses departing from schedules are also common in the MTA Regional Bus system, with nearly one in four buses running too early or too late to maintain a fixed distance between buses. This is prevalent even on bus routes Bus Bus Bus Buses, where 20% of bus travels do not comply with their schedules. Several routes have buses clustered. Routes affected by bus bunching may not have buses in certain directions for long periods of time, and then some buses will appear in a short time. By 2017, nearly twelve percent of the routes are considered to be grouped regularly, compared to 9.4% by 2015. This phenomenon most affected the bus route at Brooklyn Community Board 5 in East Brooklyn, where 15% of buses are heavily charged.
Speed ​​
By 2017, MTA buses on local buses operate at an average speed of 7 to 8 miles per hour (11 to 13 km/h), no later than all major national bus systems. MTA Select Bus Route service has a slightly faster pace, averaging 8.7 miles per hour (14.0 km/h). Average velocity varies between boroughs, with Manhattan having the lowest average local bus velocity (6 miles per hour [9.7 km/h]) and Staten Island having the highest (11 miles per hour [18 km/h]). By 2017, sixteen of the seventeen bus routes with an average speed of less than 5 miles per hour (8.0 km/h) are located in Manhattan. In contrast, eight of the eleven routes with an average speed of over 15 miles per hour (24 km/h) are on Staten Island. On average, buses generally spend more than half the trip (54%) on the way, while 22% of trips are spent at the bus stop and 21% are spent on stop at a red light.
The Straphangers Campaign, another advocacy group of riders, gives the "Pokey Awards" to the bus route at the latest every year. The slowest bus route is usually the crosstown bus route in Manhattan, with 14 of the slowest bus routes in 2017 being the crosstown bus route. By 2017, the slowest bus route is the M42 crosstown bus on 42nd Street, which has an average speed of 3.9 miles per hour (6.3 km/h), approximately walking distance. This was followed by the crosstown bus M31/M57, M50, and M66 at 57th, 49th/50th, and 65th/66th Streets respectively, all of which averaged less than 5 miles per hour (8.0 km/h). Other "winners" of the Pokey Award include M79 at 79th Street and M23 on 23rd Street, both of which have now been transformed into the Select Bus Service route. However, the Select Bus Service route only serves 12% of all bus passengers by 2016, and the bus route averages 10% percent slower than in the mid-1990s.
A study of 2015 found that 35 MTA routes with significant passengers had an average speed of less than 15 miles per hour (24 km/h), and that the M66 croswest bus had an average speed of 3.1 miles per hour (5, 0 km/h). Slow bus travel is not limited to the Manhattan route; the Bx2 bus at the Bronx and the B35 bus in Brooklyn both ran at a speed of less than 6 miles per hour (9.7 km/h). In 2018, the Bus Turnaround Campaign advocacy group rated each bus route based on speed and reliability, and gave 75% of the city bus routes with "D" or "F" values.
As a result of this slow average speed, the Regional Bus Operations MTA has the highest per-mile operating costs of all city bus systems in the US, at a per-mile cost of $ 30.40. If operating costs are closer to the US average, the MTA bus will have the largest distance recovery ratio among the US city bus systems.
Length and winding routes
Many local New York City buses and MTA Buses take long and winding routes that, in the most extreme cases, take more than two hours to traverse from end to end. Some of the longest routes are on Staten Island, where the average bus line length is 10.6 miles (17.1 km). The longest local bus route in town, the S78, is 20.8 miles (33.5 km) long and stretches across Staten Island. Brooklyn also has several long bus routes, and the borough hosts three of the ten longest routes in the city.
Some local routes are diverted to the neighborhood and down the driveway rather than taking a more direct path. These routes then merge into the very crowded main corridors. The 2017 report shows that almost half of the bus routes have at least 10 rounds along their route. The most winding route is the Bx8 bus in the Bronx, with 29 turns.
Starting in 2015, the MTA investigates the express bus routes on Staten Island, which are swirling, duplicating, and sparse. The MTA proposes replacing all existing express bus routes with a simpler and shorter variant, a proposal supported by 76% of Staten Island residents who already know about the study. In March 2018, after holding meetings with residents of Staten Island, the MTA announced that the express bus service to Staten Island is expected to be completely reset in August 2018. As part of the redesign, all existing bus routes will be stopped and replaced with 21 routes new with the "SIM" prefix.
Ridership
As of December 2017, the MTA bus route tends to be mostly used on weekends rather than on weekdays. The weekday bus drivers in 2017 averaged 1.9 million, while the weekend passengers averaged 2.1 million. Express buses have an average of 40,200 business passengers, while paratransit is used by an average of 27,900 people every working day.
Bus passengers continued to decline throughout the 2000s and 2010s. From 2008 to 2017, bus users declined by more than 100 million. The average bus driver on weekdays fell 5.7%, and the average weekend bus passengers fell by 4%, from 2016 to 2017. The largest passengers declined in Manhattan, where bus users declined by more than 15% from 2011 until 2016. Motorists dropped dramatically in Brooklyn and parts of Queens and Staten Island, while passengers rose slightly in the Bronx, southwest Brooklyn, central Queens, and most of Staten Island. Bus lines that run parallel to subway routes also see the decline of passengers. In 2017, there are thirteen bus routes with at least 20 stops within 0.1 miles (0.16 km) from the subway station; all passengers see decline, with each route an average loss of 20%.
Service upgrade
Bus line
To speed up the bus service, the city began installing bus lines in Downtown Brooklyn and St. Louis. George, Staten Island, in 1963. Another bus line was soon installed along Hillside Avenue in Queens. In 1969, part of 42nd Street in Midtown Manhattan also received bus lines. Additional bus lines were added in the 1970s and 1980s. The bus line now exists in the main corridor in all five areas, and mainly occurs in Servo Bervolume High corridors and Select Services. There are also bus lines along several highways that lead to Manhattan. The network of city bus lines is about 104 miles (167 km) during November 2017, representing nearly two percent of the city's 6,000 mile (9,700 km) city streets.
The rules of the bus lane are imposed by the traffic cameras on the gantry at the top of the lane; photos taken from vehicles that violate the rules, and the driver is then fined. Bus lines generally increase the average bus speed and reduce the travel time at which they are installed. However, double parked vehicles and other barriers often force buses on the bus to join from this path.
Bus priority signal
Starting July 2017, traffic signal preemption is used in five bus corridors in New York City. Traffic signals with preemption bus allow traffic lights to display green signals for longer periods of time than normal when the bus approaches the intersection. The first corridor to receive traffic signal priority was the Victory Boulevard corridor at Staten Island in 2006, which uses infrared detection technology to allow traffic signals to communicate with transponders on the bus. Although the system itself was successful, buses with transponders were transferred to bus routes in Brooklyn and Queens, making them useless. In addition, MTA administrators do not see the cost savings of the program, and employees generally have no motivation to maintain the system. In 2008, the Victory Boulevard installation was followed by Fordham Road and the Pelham Parkway corridor (Bx12 bus) in the Bronx, which uses GPS transponders on top of the bus. Due to both systems' high cost, they are eventually removed from both corridors.
In 2011, Mayor Michael Bloomberg proposed that traffic signal priority be installed along 11 bus routes in the next two years. MTA starts testing signal priority along the M15 in Lower Manhattan in 2012. From 2014 to 2016, five Preferred Bus Service routes receive GPS-based traffic signal priority at 260 intersections. They are M15 in Manhattan; B44 along Nostrand Avenue in Brooklyn; S79 along Hylan Boulevard on Staten Island; Bx41 along Webster Avenue in the Bronx; and B46 along Utica Avenue in Brooklyn. The New York City government then studied four of these routes, and found that all routes saw an average increase in bus speed along parts that had bus priority signals. The speed on this route increased by an average of 18%.
Eleven more corridors are set to receive traffic signal priority through July 2017. The number of crossed-out junctions rose to 500 by March 2018, and is set to increase further to 1,000 intersections by 2020. However, since that date, traffic signal priorities are still in phase testing, and preemptive traffic signals in New York City are used in much lower proportions than in other major cities. Expansion of traffic signal priorities is planned as part of the Bus Action Plan.
Bus Action Plan
In April 2018, in response to the citywide transit crisis and complaints about the general quality of the MTA bus service, the MTA published a Bus Action Plan detailing 28 suggestions for improving the bus system. Within twelve months, the repair of the targeted corridor will be implemented, some bus stops will be removed to speed up service, and the off-peak bus service will be expanded on strategic routes. As part of the plan, there will be a complete redesign of the bus network network by 2021 to improve connectivity and provide more direct services.
Expanding the bus priority is also part of the plan. Traffic Signal Priority will be implemented on additional routes, and new bus lines and line lines will be instituted. In addition, the MTA will learn ways to implement exclusive bus and busway lanes in priority corridors. To ensure that the bus line is not blocked, a special transit priority traffic team will be enforced with the NYPD in 2019. The reader tap will be installed by the end of 2020, and all entrances will be installed with the introduction of a new contactless payment system that is supposed to replace MetroCard. There will be a regular tariff on bus routes to reduce tariff avoidance.
The plan also contains some improvements to the experience of the bus driver. All buses sent after April 2018, as well as 1,000 buses, will also receive digital information screens with automatic announcements. Additionally, by the end of 2018, the new bus maps will be designed to make it easier to understand the bus network and provide location-specific maps for the environment in each environment. Although the MTA has started installing bus signs with real-time information, the Action Plan calls for more bus stops equipped with these signs. Starting in 2019, the MTA mobile app will provide real-time seating availability information on selected bus routes. To reduce greenhouse gas emissions and improve air quality, the agency announced its switch to a zero-emission electric bus fleet. The MTA will also test the multilevel buses on the redesigned Staten Island bus route in 2018.
See also
- Transportation in New York City
Note
References
External links
- Media related to MTA Regional Bus Operations on Wikimedia Commons
- Metropolitan Transport Authority
Source of the article : Wikipedia
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