PEAK SERVICE
SIM1 Positives
More reliable service starting from Downtown.
SIM1 Negatives
Increased service required after 5pm heading outbound. After 7pm, it takes on a lot of former X10 & X17 riders.
Former X4 riders traveling to/from the Church/Broadway corridor have to sit through the more congested Hylan Blvd corridor as opposed to the quicker Father Capodanno corridor.
SIM1 Neutral/Controversial
Service still has to contend with bottleneck at Steuben & Narrows
Still has to deal with Brooklyn-Battery Tunnel approach traffic, especially in the PM rush
SIM2 Positives
Tottenville/Princes Bay gained off-peak service and Downtown service through the restructuring of the X19 to create the SIM2. More reliable service for weekend riders because bus only goes Downtown.
SIM2 Negatives
Severe overcrowding reported on many trips, because the service was not adequate to handle additional Tottenville/Princes Bay riders. Additional Downtown-South Shore frequency is needed (preferably through an additional route, but at the minimum through additional SIM2 service)
SIM2 has last bus from Downtown at 8:15pm 7 days a week, which is significantly earlier than the X17 which reached Downtown around 12:45am on weekdays, 9:30pm Saturdays, and 9pm Sundays. SIM8 shuttle (ETC-Woodrow/Huguenot) requires an additional transfer and doesn’t run on weekends.
SIM2 Neutral/Controversial
The SIM2/X19 is still the only Downtown route on the deep South Shore. Many riders are driving to the ETC or SI Mall for the SIM4/4X and so another South Shore-Downtown route (preferably more than one is needed). Also, the South Shore never had a route to the West Street corridor or Greenwich Village neighborhood.
Weekend service from Arden Heights does not go to Midtown. However, the SIM2 is significantly faster and more reliable than the old X17 from this area, and so it compensates for it. If Midtown service is warranted, it should be through the addition of off-peak service on another route such as the SIM8 or SIM25/26, not through an extension of the SIM2.
SIM3 Positives
Longer span of direct Midtown-North Shore service than old X14/42.
SIM3 Negatives
Overcrowding in PM rush (mostly between 5-6pm). In addition to former X42 riders, the MTA seems to have underestimated the number of X10B & X14 Midtown riders who are switching to it (either by walking, driving, or transferring to a local bus to reach it)
No connection to West Side subway lines (A/C or 1/2/3). Extension to Columbus Circle area is warranted, with better bus lanes on 57th Street to expedite flow of buses.
SIM3 Neutral/Controversial
SIM4/4X Positives:
SIM4X was additional layer of service added, which put more buses per hour on the Richmond Avenue-Downtown corridor. Faster service from SI Mall area, but could also be extended to Eltingville Transit Center, as Downtown options are limited from the South Shore in general (anybody getting on at the Eltingville Transit Center has to either transfer to the SIM4X, or continue to sit through all of the stops on Richmond Avenue). Multiple people have mentioned (both in-person and through online comments) that they drive to the X17A/SIM4/SIM4X because they want a quick ride to Downtown (so some of them are driving to the SI Mall as opposed to Lamberts Lane, which is good, but at the same time, there needs to be more direct options from the South Shore)
At height of rush hour, could potentially be restructured similar to old Hylan Blvd pattern (short-turns from SI Mall to Downtown, and super-expresses from Annadale to SI Mall, then nonstop to Manhattan)
SIM4/4X Negatives
Buses are overcrowded due to people traveling earlier or later to avoid issues with SIM4C. Also, while the scheduled frequency has remained the same, people report that buses are arriving far less frequently than they used to.
SIM4/4X Neutral/Controversial:
Eton Place & Richmond Avenue stop was eliminated. While doing so gives the buses more flexibility in avoiding the right lane of Richmond Avenue (since that eventually leads into the very congested portion of Victory Blvd between Richmond Avenue & CSI), it forces riders to walk to Victory Blvd and cross the hectic intersection. Mentioned more for the SIM4 than the SIM8.
Still has to deal with Brooklyn-Battery Tunnel approach traffic, especially in the PM rush
SIM5/5X Positives
More frequent service than old X8
SIM5/5X Negatives
Only Father Capodanno-Downtown route, which requires a transfer to reach the Church/Broadway or West Street corridor (West Street soon to be served by SIM9)
Inadequate service after 5pm as it is getting the overflow of SIM1 riders who can’t fit on their bus and have to walk to State Street & Battery Place
SIM5/5X Neutral/Controversial
Armstrong & Leverett stop needs to be added back near Armstronge Gardens apartments, which is a dense area and near the beginning/end of the route, so not many people have to sit through that stop.
Still deals with Brooklyn Battery Tunnel traffic
SIM6 Positives
More frequent service than the old X5
SIM6 Negatives
Shorter span than the old X5 (only partially addressed in PM rush)
No Hylan Blvd branch for East Midtown riders or West Midtown branch for Father Capodanno riders.
SIM6 Neutral/Controversial
SIM7 Positives
SIM7 Negatives
Severely inadequate frequencies and overcrowded buses. Issue should hopefully be addressed with proper implementation of SIM9. Span issue still needs to be looked into, especially as it relates to coordination with SIM1C off-peak service.
SIM7 Neutral/Controversial
SIM8/8X Positives:
SIM8X was additional layer of service added, which put more buses per hour on the Richmond Avenue-Midtown corridor. Faster service from SI Mall area, but could also be extended to Eltingville Transit Center (especially since the SIM22 seems to have issues with overcrowding)
At height of rush hour, could potentially be restructured similar to old Hylan Blvd pattern (short-turns from SI Mall to Midtown, and super-expresses from Arden Heights to SI Mall, then nonstop to Manhattan)
SIM8 runs until 9pm from Midtown, providing quicker service than the old X17 for those who still want a one-seat ride from Midtown.
SIM8/8X Negatives
Morning span was slightly reduced (first bus of the morning was cut and while the route is quicker, you still get off Staten Island later than you did with the old X17J). Reports of the first bus of the morning being standing room-only. Last bus of the morning was cut (though it usually missed the Lincoln Tunnel bus lane, which closes at 10am). Wouldn’t be as much of an issue if the SIM4 ran later to provide quick service to Manhattan (the SIM4C is much slower than the old X17, as it makes additional stops on Gannon Avenue, and to boot, does not properly serve the Bulls Head area (notice that the main issue is the service is slower when we were promised faster service)
The turn from 42nd Street onto Madison Avenue is problematic (moreso than the old turn from 34th Street onto Madison).
SIM8/8X Neutral/Controversial:
AM buses used to travel down 34th Street and now travel down 42nd Street (PM buses remain the same, down 42nd Street). While the approach from the Lincoln Tunnel to 42nd Street is quicker overall than the approach to 34th Street (I used to transfer from the X17J to the X30 for this reason specifically), 34th Street itself moves better than 42nd Street itself, mostly due to the fact that 34th Street has red, visible bus lanes. Due to the connections available on 42nd Street (notably to the 7 train) and the fact that it is physically closer to 57th Street, it is likely better to maintain buses running down 42nd Street, but good bus lanes are a necessity.
Additionally, consideration can be given to restoring the old X30 stop at 42nd Street at 9th Avenue (the X21 used to bypass it anyway), for those who formerly used the stop at 34th Street & 9th Avenue. However, it should be taken into consideration that when buses exit the Lincoln Tunnel onto 42nd Street, they are often able to avoid some congestion by going directly into the left lane of 42nd Street. Having buses stop at 9th Avenue would require them to be in the right lane if they were to make that stop (also, the 42nd Street & 8th Avenue stop is a nearside stop, which means it’s one less avenue to cross for those who work by 9th Avenue or further west)
NJ Turnpike can be congested at points (especially in the PM from 495 down to the Secaucus Junction area. An HOV lane of some sort (with coordination with NJDOT) would help speed both MTA and NJ Transit/Academy/Coach USA buses through this area.
With construction on the 495 viaduct, the MTA should continue to monitor traffic conditions to send buses through Brooklyn when warranted. Thankfully, they don’t appear to have significantly worsened since before construction began.
Additionally, I have heard reports of Dyer Avenue southbound being closed at the height of rush hour (it is a northbound street, but when I take the SIM8 outbound, I see a sign that says “Buses Only” for a southbound lane. If this is the case that it is being closed down after a certain time, it must be reopened, as that is a quicker approach to the Lincoln Tunnel than 9th Avenue or 11th Avenue.
SIM10 Positives
Longer span of direct Midtown service compared to former X2.
SIM10 Negatives
Uses an enhanced X2 schedule, which doesn’t take into account riders south of Tysens Lane, so overcrowding is common at the height of rush hour (though at shoulder periods, service uses old X1 schedule, so service is slightly excessive and should be shifted). Needs East Midtown variant.
SIM10 Neutral/Controversial
SIM15 Positives
SIM15 Negatives
Warren Street routing is longer than Park Place routing for no reason. Some stops were eliminated with unsafe walking conditions to surrounding stops.
SIM15 Neutral/Controversial
Downtown Loop routing was maintained.
Direct Midtown version requested.
SIM22 Positives
More frequent service and longer span for X21 riders. Slight extension to Hylan Blvd & Woods of Arden Road.
SIM22 Negatives
Span reduction for X23 riders along Arthur Kill Road
The easternmost bus available for passengers who used to take the X24 between Richmond Avenue & Tysens Lane. The S78/79 are scheduled to run frequently, but in practice, there have been issues (poster mentioned this was around 8:30am-9am) of 40 minute gaps followed by multiple local buses arriving simultaneously, making connections difficult. S54 passed by in the left lane without stopping because the driver likely assumed that the passenger was waiting for an S78 or S79 to travel beyond Hylan & Richmond.
It should be noted that the passenger had a direct option (the SIM10) but preferred the SIM22’s route through New Jersey because it was quicker for her (previously, that passenger took the X24, but understood why the SIM23 was sent in the opposite direction to provide more coverage in Annadale. So she’s open to the idea of transferring to speed her commute, but NYCT needs to ensure that the transfers are quick and convenient.
Overcrowding, possibly because of more visibility/advertising (in other words, “good overcrowding”). Service on nearby lines doesn’t seem to have been significantly reduced (though perhaps former X5 riders are using it to reach the Madison/Lexington corridor from Richmond Avenue). SIM8X extension to Eltingville Transit Center can alleviate that (even a SIM4X extension would help)
SIM22 Neutral/Controversial
Oakdale stop requested to be added back. Makes sense, since it’s towards the beginning/end of the route, so not many people would be impacted by the extra travel time resulting from the additional stop.
SIM23 Positives
More direct route to Arden Avenue corridor, and brand-new service to Southeast Annadale (Hylan & Barclay)
SIM23 Negatives
Riders reported gaps in service of 1 hour.
SIM23 Neutral/Controversial
Should have stop added at Pollion Avenue (0.4 mile route extension west) to prevent people from having to unnecessarily transfer to/from the S59/78 to get across the portion of Hylan Blvd with no sidewalk. Buses are deadheading from that direction anyway (at a minimum, from Huguenot Avenue due to other intersecting streets being residential streets). I put this under “Neutral” because the area never had an express bus route/stop but the opportunity is there to add it at minimal cost.
Academy routes don’t show up on BusTime. This impacts riders who formerly used the X17J along Arden Avenue.
Some riders have requested 34th Street service back.
SIM24 Positives
More direct route for former X17J & X23 riders along the southern end of Huguenot Avenue.
SIM24 Negatives
Stop spacing in dense community north of Woodrow Road is too far apart.
SIM24 Neutral/Controversial
Isolated Hylan & Luten stop was never moved to more convenient location at Huguenot & Hylan.
Some riders want 34th Street service back.
SIM25 Positives
More direct route for former X23 riders on Foster Road/Seguine Avenue, and new express service for Princes Bay riders.
SIM25 Negatives
Shorter span than old X22/23. Especially important for those at Arthur Kill Road stop, as the last SIM2 is 8:15pm from Downtown and riders who caught the 8:15pm X22 can’t get Downtown in time to catch it (granted, they can take the SIM8 to the S74/84, but those are less frequent than the subway)
SIM26 Positives
Quicker route than the old X22, and more frequent service than the old X22A that also benefits people in Woodrow and not just Pleasant Plains/Tottenville.
New express service in the vicinity of West Shore Expressway & Bloomingdale Road.
SIM30 Positives
Longer span in PM rush and slightly more frequent service (to accommodate some X14/42 riders).
SIM30 Negatives
AM schedule was not adjusted to accommodate displaced X14/42 riders. A few riders take the SIM8 instead of the X30 at South & Goethals, but that’s likely not enough to account for all the riders in West Brighton & Mariners Harbor.
SIM30 Neutral/Controversial
Rosebank section should be a separate express route to gain additional ridership through more direct route through Brooklyn instead of longer route via NJ.
SIM31 Positives
Direct service from Gannon Avenue corridor to East Midtown (at expense of West Midtown). Additional trip added at 7:15pm.
SIM31 Negatives
Longer end-to-end travel times, loss of West Midtown service and subway connections, overcrowding due to X10B riders having to be accommodated. Gap between SIM4C & SIM31, especially in PM rush.
SIM31 Neutral/Controversial
Direct Downtown variant requested.
SIM32 Positives
SIM32 Negatives
Overcrowded buses due to issues on SIM4, SIM31 & SIM34 as well as people adjusting their travel schedules to avoid infrequent, overcrowded SIM4C service.
SIM32 Neutral/Controversial
Schedule is essentially the same as the old X11.
SIM33 Positives
More reliable service for Downtown X10B riders
SIM33 Negatives
Mariners Harbor-Greenwich Village (former X12) riders forced to sit through congested Victory & Richmond intersection, which delays riders further down the line as well. Originally proposed Christopher Lane/Morani Street routing needs to be implemented.
SIM33 Neutral/Controversial
SIM34 Positives
With increased frequency, Downtown service would be more reliable.
SIM34 Negatives
Span reduction in both AM and PM. Infrequent and overcrowded service.
SIM34 Neutral/Controversial
SIM35 Positives
Span extension (AM one was on purpose, PM was accidental due to having to fill gap at end of rush hour). More reliable Downtown-only route
SIM35 Negatives
Loss of direct Midtown service (some riders can use the SIM3, SIM30, or SIM10).. Missing 6:35pm departure from Downtown reported (unacceptable on high headway)
SIM35 Neutral/Controversial
OFF PEAK SERVICE
SIM1C Positives
SIM1C Negatives
Due to gaps in service on the SIM3C and (especially) the SIM4C, off-peak buses are now overcrowded
SIM1C Neutral/Controversial
Schedule remained essentially the same as the off-peak X1
SIM2 Positives
See peak
SIM2 Negatives
See peak
SIM2 Neutral/Controversial
See peak
SIM3C Positives
Overall less crowded than X10 due to lower ridership
SIM3C Negatives
Gaps in peak/off-peak transition
SIM3C Neutral/Controversial
Bunching on high headways is just as common compared to the old X10
SIM4C Positives
Quicker ride to/from Slosson Avenue if you can actually fit on an overcrowded bus.
SIM4C Negatives
Infrequent, overcrowded service and span reduction for X10 Gannon riders. Gaps in peak/off-peak transition.
SIM4C Neutral/Controversial
STOPS
Church Street & Park Place inbound stop needs to be restored due to physical layout of connecting subway station.
Hylan Blvd & Lincoln Avenue outbound stop needs to be moved to Hylan Blvd & Midland Avenue for easier transfers to the S51/81 .
West Street & Spring Street inbound stop needs to be restored for SIM7 riders (and future SIM9 riders)
Hylan Blvd & Buffalo Street stop is in a desolate area
Desolate Hylan Blvd & Luten Avenue stop needs to be moved to more centralized Huguenot Avenue & Hylan Blvd for SIM2/24 riders (both stops should remain for local riders due to transfer point at Hylan & Luten)
Hylan Blvd & Pollion Avenue stop needs to be added to SIM23.
SIM15 stops (which ones) need to be restored due to lack of sidewalk connections
Richmond Avenue & Lamberts Lane SIM4 outbound stop needs to be restored due to being the first connection available to the local buses (including the S89 which doesn’t stop at Lander) and also due to signal timing, riders at subsequent stops don’t really save any time, and people just spend longer on often standing room-only buses (I say that as one of those riders at subsequent stops).
23rd & 3rd stop needs to be restored for connections to M101/102/103 local buses.
Forest & Richmond westbound S48/S98/SIM30 stop and Richmond Avenue & Monsey Place S44/S59/S89/S94/SIM3/SIM3C/SIM33/SIM34 stop need shelters. Also, Monsey Place stop does not have S59/89 schedules, but it wastes space listing the SIM3/3C, SIM33, and SIM34 on separate schedules. The S89 schedule is especially important because it has a different BusTime code.
Mill Road terminal needs to be restored for reliability purposes and convenience of those south of Hylan Blvd
TRANSFERS
Need official transfer point between “via Madison” and “via 6th” FDR buses. Likely Park Avenue because the delay of people reboarding at the transfer point will not impact people who previously got off.
SIM22 should stop at both “Checkpoint” (West Shore Expressway/Arthur Kill Road) and Arthur Kil Road & Arden Avenue stops for people coming off the SIM2 heading east. The Arden Avenue stop also allows people to take the S56 if it comes before the S74 or SIM22.
Hylan & Richmond transfer point should work in theory for former X24 riders seeking a “via NJ” route, because the S78/79 are frequent in theory. However, congestion can causing gaps, bunching, and delays.
BM1/2/3/4 and X37/38 drivers need to allow transfers to/from SIM lines (as well as SIM1C/3C/4C, BM1/2/3/4 and X27/28 drivers allowing SIM2 off-peak riders to transfer to travel to/from Midtown if they do not wish to take the subway or local bus)
Narrows & Hylan and Narrows & Fingerboard need to be designated as transfer points.
Gannon & Bradley needs to be designated as a transfer point.
GENERAL
South Shore Positives
Off-peak and Downtown service expanded in Princes Bay/Tottenville. Routes are more direct overall.
South Shore Negatives
Section of Annadale lost Downtown & off-peak service (can be rectified with SIM4/4C extension to Arden & Drumgoole)
Aspen Knolls community has infrequent, unreliable local service and lost X17 off-peak service. At the minimum, something should serve it from Woodrow Road.
Span reduction and frequency loss for former X22/23 riders on SIM25.
South Shore Neutral/Controversial
All “via NJ” routes routed via 42nd Street
North Shore Positives
Longer span of direct North Shore-Midtown service on SIM3 & SIM30. Span extended on SIM35 to start earlier (accidental)
North Shore Negatives
Infrequent and overcrowded service on the SIM30 & SIM34, as well as the SIM4C off-peak
North Shore Neutral/Controversial
East Shore Positives
Longer span of direct Midtown-Hylan Blvd on SIM10
East Shore Negatives
All Hylan routes start at ETC (except upcoming SIM9) leading to unreliable service. Severe issues on SIM7 (hopefully rectified with SIM9) and loss of service to certain Downtown & Midtown corridors.
East Shore Neutral/Controversial
SIM15 essentially unchanged.
