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bobtehpanda

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bobtehpanda last won the day on May 12

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About bobtehpanda

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  1. I think that if you want coverage and connectivity, you actually want two separate routes, because one route doing both does not work out too well. I kind of said "the Hub" as a northern endpoint, because making the route go to say, Fordham Plaza, would make such a route even using my more limited routing 10 miles long, through lots of congestion. I would rather not create crazy-ass unreliable Frankenstein routes doing a poor job at many things. That being said, it would be pretty similar to the Bx50 proposed by DOT at one point, which was Fordham Plaza - LGA via Webster.
  2. Departing at 5PM on a Friday, a more point-to-point route from Astoria Blvd is described as 9-20 minute drive, whereas your route is described as a 20-40 minute drive; and this is before we consider the fact that your route almost certainly has more stops. The added time is enough to be a dealbreaker. IMO point to point from the Hub to Jackson Heights is very important; even with a two-fare trip it's much faster than the subway, and with an unlimited the second fare is basically irrelevant. Your alternative options are divert very far south for the or even further for the ; and if you're headed somewhere like LaGuardia then best of luck. For local travel to the South Bronx you could always transfer buses, and then cross-borough travel wouldn't be impacted as badly by unreliability on the more "local" portions of route.
  3. I think even that is too circuitous; ideally such a route should be as point-to-point as possible. This is my version of it: https://drive.google.com/open?id=1rovDnAomUo5Y50w0EWqoyJNuRsBd5Q_1&usp=sharing I considered a stop at Northern, but none of the options for getting to Northern from Jackson Heights is particularly good.
  4. He was the first one to actually compare subway costs (NY vs globally). That being said, being right in one thing doesn't make you right in everything, and he likes dressing up opinions as fact.
  5. DOT is only as good as its boss lets it be. BdB straight up does not give a shit about the subway. The Triboro RX or something along that right of way would be the Big One against that "tale of two cities" bullshit he was peddling during his campaign, but instead he wants a property developer streetcar giveaway. At this point, I would hold out for a mayor Corey Johnson or Scott Stringer before anyone took the subway seriously.
  6. Jeez, Sandra Lee on the Food Network and apparently Cuomo auditioning for HGTV...
  7. The subway is 40 minutes. Google Maps gives the distance of a route via 3rd and the Major Deegan/Triboro at under 7 miles; if you only stopped at 138 St and Astoria you could definitely beat 40 minutes.
  8. By what definition of successful? The delay situation is still not attractive, the PATH has the highest cost per rider of any rail transit in the US despite its high ridership, the agency mostly makes up for it by socking it to Hudson River drivers with rate increases well above inflation, and they get pushed hard with political interference all the time, like World Trade Center is one giant pet project those Pulaski Skyway bonds getting investigated by the SEC PATH to Newark the purchases of Stewart and Atlantic City airports "time for traffic problems in Fort Lee" To be clear, I'm not saying that New Jersey should not receive any rail transit. I don't even think that cross ticketing is a terrible idea. But actual interoperation and deep mixing of funding streams is a recipe for disaster. Paris is the mother of all modern regional rail systems, the RER, and their interoperation of RER B and RER D with RATP and SNCF is a disaster. New Jersey's rail projects to me would be in the form of HBLR extensions, PATH expansion, and maybe a regional rail tunnel loop via Third. I don't think that actual interoperation is desirable or feasible.
  9. The major problem I see is that states are far too powerful as political entities to work together. We don't have very many examples of cross-state cooperation, and where it has been attempted for transit it has been a relative disaster (DC Metro being exhibit A). I think the best you could get is building a six track trunk down Third (two tracks for Metro North, two tracks linking Penn to Hoboken for NJT, and two tracks linking GCT to Atlantic for LIRR). The problem I see is that a lot of PABT commuters come from areas not well served by the train, so to serve them you need to build a lot of greenfield rail. And there's a lot of housing supply in the coastal areas of Hudson and Bergen, sure, but anything past the Meadowlands is kinda overkill. I don't really understand, for example, what that Route 4 line is going to achieve when there's a more direct rail line to Midtown.
  10. Throw this all out the window, because even if the MTA could declare bankruptcy (it can't) the New York State Constitution specifically locks pension benefits forever.
  11. This sounds like a great way to drastically kneecap all the connections available to the Jamaica Line. Why get all the trains at Fulton and Canal, when you can have... uh... the ?
  12. Quite frankly, I don't understand why he has such a fixation with New Jersey.
  13. The ADA not only limits slope, it limits length, because you don't want a wheelchair picking up speed and crashing into the wall. Short of some crazy switchbacking that takes up a lot of room (like the 8th Av platforms) there is no way in hell it'll ever be accessible.
  14. At a three-minute frequency, does bunching really matter? There comes a point where you run so many buses that maintaining schedule is impossible and you shouldn't even bother.
  15. An inability to get credit. You just declared bankruptcy; what lender is going to expect to get paid back after loaning to a bankrupt company? The MTA is continually issuing debt, they aren't net-positive even after you take out debt interest. An inability to get debt would cripple MTA operations and stop the Capital Plan in its tracks; goodbye Fast Forward, goodbye R211s, goodbye any future plans. Heck, goodbye current services. Also, during bankruptcy the court appoints people to run the agency. These appointees don't give a shit about running trains and buses, they're here to make sure debt gets paid. The service hours cut would make the NICE transition look like a goddamn cakewalk. Also bankruptcy is not possible under NYS law but I guess that's convenient to ignore.

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