In New York, labor arrangements call for eight-hour days. Most of the costs of bus operations are based on time rather than distance. (The other major costs are fuel consumption and maintenance.) Here, there are several reasons, one of which is labor the biggest single cost on buses is the driver, who is paid by the hour. The city is also first in the nation in operating expenses per hour, just by a smaller margin than in operating costs per mile. These starts and stops consume fuel and stress the systems, requiring more maintenance.īut the high costs are not just about slowness. (Elsewhere among mature industrial cities, such as Chicago, the average speed is closer to 10 miles per hour.) In a dense city like New York, the bus spends very little time at cruise speed-it has to stop at red lights, in traffic, and at bus stops, with the engine still running. The first is that traffic is so heavy that buses only average seven miles per hour. The high costs come from two distinct issues. Why are New York’s bus operating costs so high? New York’s buses are so crowded that if its operating costs were in line with the nationwide average, it would have the best farebox recovery ratio and the lowest operating costs per passenger instead, it’s behind Chicago and even behind San Diego, a car-oriented Sunbelt city whose busiest bus would rank 70th on New York City Transit. The comptroller’s report looks at operating costs per passenger, where New York is about average-but in light of the heavy bus usage in the city, this is not flattering. Manhattan saw the greatest decline with ridership down 16 percent since 2011.” Comptroller Scott Stringer’s office recently released a report, “ The Other Transit Crisis,” detailing the problems of the city’s bus system, which it calls “the workhorse of New York City public transit.” The report found that “the MTA bus system has lost 100 million passenger trips in the last eight years, according to Stringer’s report.
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