Beginning Monday, November 4, 2019, through February of 2020, the TECOline Streetcar Line will experience a service interruption due to ballast replacement along the streetcar right of way between Cadrecha Plaza in Ybor City & Cumberland St in the Channelside District. Please see the map below for an overview of how service will operate during this time.
What to expect if using transit in the area.
As mentioned above, a bus bridge shuttle will fill in the gap during the times that the streetcar is not running through the affected area. Please keep in mind that the closure is currently set for weekdays only between the above mentioned times. The streetcar will operate the full line on weekends, as well as holidays & during special events. Also keep in mind that the closure schedule is subjected to change at any time. For the latest information, please visit the HART website.
Our November Showcase photo is here! Can you believe we’re almost at the end of 2019? Anyhow, we continue our journey across the US. Where to next you ask?
If you happen to follow my HARTride 2012 page on Facebook, then you already know that I was given the opportunity to travel again – this time, to the San Francisco Bay Area. This was my first trip to the Bay Area in nearly 20 years & I wanted to make sure that I utilized public transit to the greatest extent possible. Be sure to look out for my new blog series Journeys Afar featuring highlights from this trip. I’ll also re-launch & (hopefully complete) my 2017 New York City trip under the new series.
Selecting this month’s Showcase photo was no easy task, as I had about a dozen good transit photos from my trip that I deemed worthy of putting up. So yesterday, I put everything up for a vote on The Global Transit Guidebook Forum Facebook group & asked members which of the photos would they like to see uploaded? While the voting process began as a rather close battle with two other photos, the spread widened during the evening hours just prior to me closing the poll.
Discussing the featured photo & its accompanying system now, the train photographed is San Francisco Municipal Railway (known as MUNI) # 2029, which was paired with # 2006 (showing in the background). These trains are 2016-series Siemens LRVs, with # 2006 coincidentally being the first set to enter revenue service back in November of 2017. The trains are poised to replace aging Breda (which was acquired by Hitachi in 2015) model trainsets through 2028.
Both the Siemens LRVs & the older Breda LRVs operate on MUNI’s Metro system – which is a light rail network that operates like a metro/subway – especially along the central section underneath Market St. In fact, trains utilize the upper level of the double decker track section underneath Market that was originally envisioned for Bay Area Rapid Transit (BART) service that would have connected to Marin County. Marin was originally supportive of BART but eventually withdrew in the early stages of the network’s planning & construction process, thus plans to connect the rail network to that county died completely.
The MUNI Metro system comprises of 6 lines, all denoted by letter. Each letter is derived from the corridor by which each line travels down after exiting the central section underneath Market St. For instance, the (T) is derived from its running along Third St. A 7th (shuttle) service operates as a supplement to regular services in the central section during peak weekday hours & San Francisco Giants home games. An 8th line is currently under construction & projected to open in 2021.
The broader MUNI multimodal network was originally established in 1912 & is owned & operated by the San Francisco Municipal Transportation Agency (SFMTA). The network includes over 50 bus routes, roughly 17 of those being trolleybus lines by which electric buses run on overhead poles connected to overhead wires, 2 heritage streetcar lines that operate on street level, & 3 heritage cable car lines. The agency also operates the Presidio Go shuttles in the Presidio section of San Francisco, as well as SF Paratransit services.
Want to see your photo featured?
This month’s Showcase photo was courtesy of The Global Transit Guidebook Forum member G.D.W.
I originally published this post back on 06/23/2017 as part of my blog post series about my 2017 New York City trip. However, I was unable to previously complete the series because of how I structured the first several posts (which is briefly discussed in my first post). Without further ado, here’s Part 2 of my 2017 NYC trip.
Note: This was written prior to HART enacting the Mission MAX route optimization project, so some references to the HART network in this post no longer point to the current network. Additionally, the two staff members originally mentioned in this post have since left HART. Sandra Morrison now works at the Florida Aquarium as their Director of Communications. You may follow her on Twitter, @spintotampabay.
In Part 2 of Transit Tourism – New York City Transit Excursion 2017, I am going to document my departure out of Tampa. Now, usually, my trips to Tampa International Airport aren’t much to write about – mainly because of the fact that Tampa Bay’s transit system is so inadequate. It’s even more pitiful when a world class airport like Tampa’s, is only served by one bus route – Hillsborough Area Regional Transit Route 30. Now, It’s been envisioned for a while to have a small transit hub on Tampa International Airport property, but previous plans fell through due to budgetary constraints and changing climates in the airport’s expansion plans. Fast forward to the present, and the airport is undergoing the largest expansion project ever to date. In the coming months, I’ll be making another update to my Tampa International Airport page – which will include photos of the terminal as of May/June 2017. Phase 2 of the airport expansion will include accommodations for HART buses to layover by the Consolidated Rental Car Facility – which would end the practice of buses going through the terminal loop roadway. Customers would instead get off the bus at the rental car center and take a SkyConnect train to the main terminal.
Now, to get back to the purpose of this post; instead of having my mom drop me off at the airport, or taking a taxi (the latter which costs a lot more than what I wanted to spend on transportation), I decided to take HART from my mom’s house in South Tampa to the airport via Routes 19, 36, & 30. Route 19 currently operates every 30 minutes on weekdays and every hour on weekends between Port Tampa City in South Tampa and Downtown Tampa’s Marion Transit Center. The 19 also serves Britton Plaza, Memorial Hospital, the Hyde Park district, and Tampa General Hospital. Buses south of Britton Plaza currently split into two segments, running roughly every hour; Manhattan Ave and WestShore Blvd. Route 36 currently traverses Dale Mabry Hwy and Himes Ave between South Tampa via Britton Plaza and Carrollwood by Fletcher Ave. The 36 runs every 30 minutes on weekdays and every hour on weekends. Finally, Route 30, which serves the airport, runs along Kennedy Blvd from Marion Transit Center to WestShore Blvd, passing by WestShore Plaza and International Plaza malls before arriving at the terminal. Buses continue onward to the Northwest Transfer Center in Town-N-Country, and operate every 30 minutes all day, all week. Under HART’s system reorganization plan, all three routes are slated for major revisions.
While it’s not necessarily easy to get to the airport via transit given the fact that Tampa Bay’s transit system is so inadequate, it is not necessarily impossible either if everything falls into place just right. While planning out my trip to New York, I heavily took transit accessibility into consideration and chose a flight out of Tampa that would not be so early in the morning by which I wouldn’t be able to use the bus to get to the terminal, but also not so late in the day by which I would not be able to enjoy the sights and sounds of the Big Apple during the same day. I also wanted to ensure that I would be able to connect between the airport in New York and wherever I was staying. The itinerary that I ultimately chose for my flight to New York was one by which the flight out of Tampa would depart at 8:30am and arrive in Washington D.C. (Reagan National Airport) by around 10:45am. My connecting flight out of D.C. would then depart at 12-noon and arrive at New York’s LaGuardia Airport by 1:30pm. This allowed me to plan my bus rides from South Tampa to TPA Airport in a manner by which I would enjoy seamless connections and relatively light traffic on the roads. Even though I had to get up early the morning of May 9, I was more than ready to head out that morning to catch my bus and flight. Best of all, I didn’t have to worry about parking fees or taxi fares, or having a family member drop me off. I left my car at my mom’s house, purchased a 3-day Flamingo Fare via the Flamingo Fares Tampa Bay App, and was able to relax and post on Facebook while on the bus. Below is an illustration showing the HART buses I took.
Now before I go into each route, I will go ahead and clear something up that I know some of you will ask me. I purchased a 3-Day Flamingo Fare because I used HART on May 7 and May 8, in addition to May 9. I did this for two reasons; first, so that I would not have to hassle with locating parking in Ybor City or Downtown Tampa, and second, so I wouldn’t have to pay for each bus ride or purchase three separate day passes. May 7 happened to fall during the 2017 RiverFest, which was held along the Downtown Tampa RiverWalk. This family-friendly event featured food, entertainment, and all sorts of activities for everyone to enjoy! As with many Downtown Tampa events, parking is always a challenge, so I parked my car at Britton Plaza and took the 19 to Downtown to check out the festivities. On May 8, I parked in Downtown near the Marion Transit Center and took Route 8 to the HART Ybor City offices for a sit-down discussion with Sandra Morrison – HART’s Public Information Officer, and Marco Sandusky – HART’s Senior Manager of EEO and Community Programs. During our meeting, we discussed HART’s planned restructuring and what suggestions that I had in regards to various routes that are slated to be changed. We definitely had a wonderful discussion and I look forward to future transit conversations with them.
Route 19 – Manhattan Ave Branch to Britton Plaza
My journey to New York kicked off at around 4:00am. My duffel bag and backpack were ready to go the night before, and all I really had to do was get ready for the day ahead. Once I was all set to go (about 5:05am), I double checked my backpack for my boarding passes and then walked over to the bus stop. I managed to arrive at the bus stop just shy of 5:20am, which was the time that the first Route 19 bus to Downtown would depart from Port Tampa City. HART bus #1602 (a 2016 40-foot Gillig Low Floor CNG) arrived on time, and I was able to board without any issues with my Flamingo pass. I took my seat near the front of the bus and enjoyed the fifteen-minute ride to Britton Plaza. The bus actually arrived at the plaza a couple of minutes early, so I was able to have a little extra time at the plaza to eat my egg sandwiches that I prepared the day before. During my wait for Route 36, I saw Pinellas Suncoast Transit Authority (PSTA) bus #2309 pull in, the last 2003 Motor Coach Industries (MCI) coach that was still in service for Route 100X. PSTA has slowly been phasing out its ten 2003 coaches since 2015 due to their age and rising cost to maintain them. Until funding avenues can be found for replacement coaches, standard Gillig Low Floor buses are being used as fill-ins for the 100X and 300X. My feeling is that PSTA may eventually purchase a fleet of 40-foot Gillig Low Floor suburban style buses that offer high-back reclining seats and luggage racks. Such buses are currently used at Sarasota County Area Transit (SCAT) for their Route 100X service. #2309 was pulled from service after May 19, 2017, and is awaiting official retirement.
Route 36 – Dale Mabry Hwy to Kennedy Blvd
HART bus #1004 (a 2010 40-foot Gillig Low Floor Diesel) arrived at Britton Plaza at approximately 5:50am. I quickly boarded and took a seat towards the middle of the bus. My ride was quite enjoyable, just like my ride on Route 19, with little traffic on the roads to delay the bus. While I was concerned that at least one trip would go haywire somehow, that fortunately did not happen. The ride on the 36 in fact, only took about nine minutes and the bus arrived at the stop on Dale Mabry Hwy at Kennedy Blvd on time. The clock had just struck 6:00am as I got off to cross the intersection and proceed to the Route 30 westbound stop.
Route 30 – Kennedy Blvd to TPA Airport
The walk to the Route 30 westbound stop along Kennedy Blvd by Church St took me about ten minutes. Once at the stop, I had until about 6:25am before the Route 30 bus arrived. During my wait, I saw the South Tampa Flex van (#4505) pull up and pick up a passenger. She was the only person to board the van and was the only passenger on board the van when it left. Both the Route 19 and 36 buses had only a handful of passengers on board, which was typical for an early morning trip. Buses typically don’t begin to crowd up midway through the route until around 6:30am, though the Route 36 bus did have a few more passengers on board than the 19 bus did. When #1215 (a 2012 Gillig Low Floor Diesel, which replaced 2000 Gillig Low Floor Diesel #2005) arrived, the bus was pretty crowded, so I was only able to take a seat after a standing passenger at the front of the bus got off a few stops down Kennedy. The bus continued to fill up with passengers until it was almost standing room only. During the fifteen-minute bus ride to the airport, I browsed the web and also posted a few things to Facebook. Like many transit agencies, HART buses are equipped with complimentary WiFi access to allow passengers to browse the web and social media without eating up their data plans. When I got off at the TPA Airport stop, which is located on the north (or Red) side of the Baggage Claim area, the clock read 6:38am, another on time arrival for HART!
Traversing TPA Airport
It took me only a few minutes to walk from the Baggage Claim level to the Shuttle level. For those unfamiliar with TPA Airport’s unique layout (only Orlando International Airport possess a similar layout to Tampa’s), level 1 of the main terminal (also known as the Landside Terminal) is for Baggage Claim. Level 2 is Ticketing and Check-In (of course I checked in online since I was not checking any bags in), and level 3 is where the shops, restaurants, and airside shuttles are located. Boarding and deboarding of planes take place at the airsides, by which passengers will take a people mover shuttle between the main terminal and the airside. SkyConnect will be a people mover line as well – connecting the main terminal to the southeast parking garage and the rental car center. To learn more about TPA Airport, you can visit their website. Also be sure to check out Orlando International’s website if you plan on flying into City Beautiful soon.
Once I arrived at the shuttle station to go to the airside (about 6:45am), I noticed that only one shuttle per airside was in service. During the construction process at the terminal complex, each airside is operating one shuttle instead of two. This is to allow modifications to be made to each of the shuttle bays. In the case with Airside E, both shuttle bays will be relocated so that more space can be made for shops and restaurants. Once the work wraps up next year or so, both shuttles will return to service at each airside. And by the way, the shuttle trip only takes about a minute to complete, which is very convenient versus airport terminals that follow a more traditional layout with long concourses. Security screening wasn’t too bad either and the lines weren’t terribly long. Every time I enter an airport to catch a flight, I’m always concerned that security screening will take a long time. However, on my last fight to New York in 2011, the lines weren’t very long either. At most, it was only about fifteen minutes. By the time I arrived at my gate, it was 7:00am – an hour of relaxation before boarding call!
I will continue my journey to LaGuardia in Part 3 of the series. However, I am going to also talk about the transit system in Washington D.C. and why I’m wary of ever using it. I will also talk about the shuttle buses at Reagan National Airport, so please stay tuned!
I originally published this post back on 06/20/2017 as part of my blog post series about my 2017 New York City trip. However, I was unable to previously complete the series because of how I structured the first several posts.
Under my original plan, I laid out up to 60 different posts regarding the trip & my various transit sightings & rides – which proved to be too time consuming to do. As a result, I halted the series after Part 5 was published & spent several months as to how to carry forth future posts.
Now, with my 2019 San Francisco trip completed, I wanted to re-launch the NYC series under my new project called Journeys Afar. This project will roll in all of my out-of-town travel logs into a creative format that I can convey to my readers.
So without further ado, here’s my original post – but in the new WordPress format.
It’s been a very long time since I’ve done a Transit Tourism post, and I really haven’t been able to get this series off the ground due to other priorities. However, I’m sure that many of you have seen at least one photo or video of my recent travels through New York City, and I want to be able to share my experiences with you. I’ve actually taken three trips now to the Big Apple – one in April of 1997, the second in March of 2011, and the third – and most recent one – in May of 2017.
My 1997 trip was for a family wedding, and I truly enjoyed being able to spend time with them and also do a lot of sightseeing. Unfortunately, I do not have any photos documenting my transit rides from 1997 because the camera that my father was carrying got lost during our trip, and thus 95% of the photos we took had vanished forever. I can tell you though that we rode the (7) train between Flushing – Main St and Times Square – 42nd St quite a lot. It was our main avenue between Queens and Manhattan since my dad didn’t want to battle the busy Manhattan traffic all the time. Back in 1997, the famed “Redbird” trains – dating back to the 1964 World’s Fair and before – were still running along the (7). It would not be until a year later that the New York MTA would announce that all of the “Redbirds” would be replaced by sleek, modern R-142 and R-142A railcars.
In 2011, I made a return trip to New York City via Newark to visit my family and to do another round of sightseeing. Since most of my stay was devoted to family time, I didn’t place a huge emphasis on transit fanning, and thus did not take a lot of photos of the buses and trains. I was, however, able to ride the (6), (J), and (R) trains through lower and midtown Manhattan, as well as take the PATH Subway from Exchange Place into Manhattan, and also ride a New Jersey Transit bus from Manhattan to Fort Lee, NJ. You can find my 2011 transit photo collection (though a small one) on my Facebook Page. I will have those same photos copied over to the website as I build my New York City Transit sections.
So what brought me back to New York City this year? Well, to keep things short; my stepfather travels on business a lot and he had a flight voucher that he was no longer going to use, so he offered it to me. I then pondered, what destinations could I use the voucher for? It didn’t take me very long to decide on the Big Apple, and why not? I was originally not planning on traveling to New York again until around 2020. But with the South Ferry Loop closing down by July in favor of the “newer” rebuilt station, I wanted to make sure that I was able to photograph a piece of New York City Transit history before it gets riddled in graffiti. Since I wanted to be close to the transit action in Manhattan, I decided to stay at the Morningside Inn, located on 207th St in the Morningside Heights district of Manhattan. The district sits between the Hudson River and the northwest section of Central Park and is just a stone’s throw away from Columbia University. The district also serves as the western terminus for the M60 Select Bus Service line from LaGuardia Airport, and one can easily transfer over to the (1) train via the 103rd St or 110th St (Cathedral Pkwy) stations.
In addition to spending some time with my relatives in NJ again, I made sure to make visits to the Bronx Zoo, the World Trade Center memorial park, and also the New York Transit Museum. I also managed to make two trips to Coney Island (though I did not stay there for very long). Overall, my trip was very enjoyable, even though it was shorter in duration than my 2011 trip (my 2011 trip included six full days whereas my 2017 trip only included three full days). However, I was able to accomplish quite a bit in the course of four days, including the above, plus rides on the (1), (2), (3), (6), (7), (B), (F), (G), (J), (L), (N), (Q), (R), (W), and (Z) trains, plus the 42nd St Shuttle in midtown Manhattan. In addition, I took a ride on five MTA bus lines – the Bx12-SBS, the Q44-SBS, the M60-SBS, the M72 Crosstown, and the M79 Crosstown – as well as a round trip on the PATH Subway between 33rd St and Newport (formerly known as Pavonia-Newport).
If you’d like to see all of the transit lines that I’ve traversed during my three trips to New York, please view the map below. In the coming weeks, I will be putting forth subsequent episodes detailing segments of my 2017 trip and what I was able to observe.
You’ll see in the map that I’ve documented all transit lines that I’ve been on, including ones during my previous two trips. The neat thing about Google Maps is that you can customize the map (through the Google My Maps interface) by drawing lines and such, and then adding in different layers. I especially like the layers because you can show which ones you want to view, so if you only want to view the lines I took during my 2017 trip, you can simply uncheck the boxes for my 1997 and 2011 trips.