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P3F

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P3F last won the day on April 6 2020

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  1. I don't think tolls that were removed by the Great Depression are hardly relevant today. Cars weren't nearly as widespread back then. And your second statement is ridiculous. Everyone on geographic Long Island is in the same boat with regards to tolls exiting it, meaning people living in Queens and Brooklyn are also free to benefit from the untolled bridges. I would say Long Islanders are even more likely to actually use the tolled TBTA crossings, to avoid the hassle of driving through Manhattan.
  2. Assuming pre-Covid here... Both and trains are very crowded during morning rush hour leaving Church Av, to the point that riders at 7th Avenue may sometimes have to wait for the next train. A lot of people get off at Atlantic Avenue to transfer to other trains. The idea is interesting in that riders would still be able to transfer at Botanical Garden for the IRT, but you are definitely underestimating how many people taking the and actually want their respective lines... They both have many riders going into Canal and Grand Streets. There really isn't any reasonable way of extending the Franklin Shuttle south, unless you send it all the way to Brighton Beach or Coney Island. I suggested a few years ago to extend one of the Botanical Garden platforms to 10 cars, so the could run there during G/Os for the IRT transfer, but in its current state the Franklin Shuttle doesn't really need upgrades beyond that. Connecting it to the would be great, but is pretty much a pipe dream at this point.
  3. Yes, as I said, the congestion charge would be less of a deterrent to them. Garage space can go from $200 to $500 a month depending on where you are, which is a significant amount of money that isn't worth paying for many. The congestion charge isn't some small amount, it's proposed to be around $12 which is more expensive than the one-way equivalent of every single tolled crossing we have. That is an unreasonable amount to charge for the already dubious "privilege" of driving through Manhattan. People living in NYC aren't required to work in NYC. It's not unreasonable to have a commute that involves going through Manhattan to get elsewhere, considering that it's kind of in the middle of everything around here.
  4. That may be your setup, and there's nothing wrong with it if it suits you. But it certainly doesn't apply to everyone, especially if they are on a tighter budget. - There's no reason to lease or finance a car unless you want something new; if you choose a used car right, it is a relatively inexpensive one-time payment. - In terms of tolls, we have the Brooklyn, Manhattan, Williamsburg, and Queensboro bridges to avoid those (below the Triboro, anyway). And then you have several free bridges from Manhattan to the Bronx. Port Authority also has commuter discounts for some of their river crossings. - Insurance is highly variable based on driving record; a website found via Google search says the average rate is about $170 per month in Brooklyn. So if you have a good driving record, it could be lower than that. - Maintenance depends on the model, but it won't be too expensive if you have a reliable older car. It's true that someone in a brand new Audi or BMW could probably afford the congestion charge without taking too much of a hit. But if you look at what's parked around the city, a majority of the cars are not even close to being new. That $127 per month for a 30 day unlimited also goes up a lot if your commute involves another transit agency such as PATH or New Jersey Transit. In that case, public transit may not even be very price-competitive to the car, especially considering the extra time spent by taking transit. I'm generally not referring to commutes that end in Manhattan below 145th Street; for those, there's usually not much of an excuse to not use transit.
  5. At least here in New York, the politicians propagating congestion pricing have made it clear that it's purely about extorting money, rather than actually being for congestion and emissions purposes. So we know not to expect any actual transit improvements to be made alongside the program if it passes, unlike in London.
  6. What doesn't help, is that in many cases, their redesigns are done in the worst way possible... Remove as many travel lanes as you can, and screw up parking as well. Some that come to mind are E.L. Grant Hwy, Flatbush Av, and Dyckman Street. Recently they built "bus boarding islands" on Dyckman Street, which means that when making a stop, the M100 blocks the single travel lane, holding up everyone behind the bus. Dyckman was never great to drive on, but this is still quite the downgrade from 2 lanes each way, with two extra for parking (and normal bus stops next to the curb).
  7. Stops at Avenue U and Avenue Y with nothing in between? That has to be a joke. Let's ignore the large housing complex that could be served by a stop at Avenue X, and instead put a stop next to an auto parts shop and an abandoned 7-Eleven. Ideal stop spacing (in my opinion) would be: Avenue L (with an exit to Avenue K) Kings Hwy (with an exit to Marine Pkwy) Avenue R Avenue U Avenue X Voorhies Av (with an exit to Shore Pkwy) Oriental Blvd (a pipe dream since the local community probably wouldn't want a subway stop)
  8. Looks like the Brooklyn Bridge will be even more appealing to use instead of the tunnel.
  9. Have any plans been released for the rebuild of Mets-Willets Point? I'm interested to see if it will be a rehab like Howard Beach (where they kept the platform and track layout) or if they plan on rebuilding it from the ground up. If it's the second option, then this would be a good opportunity to install an island platform between the westbound local and express tracks; this would make it so that AM rush and trains don't have to share a track and potentially hold each other up.
  10. I think the question was why Sea Gate's weekend span of express bus service is less fragmented than on weekdays, according to the schedule. As it stands, during middays, Sea Gate has no service on weekdays but every trip goes there on weekends.
  11. Does anyone know the story behind the bus stop in this street view? When did the B82 Limited ever go to W 37 St and Mermaid Av of all places? https://www.google.com/maps/@40.5748986,-74.0028446,3a,38.4y,35.23h,93.58t/data=!3m7!1e1!3m5!1s33TgcR4KmV6IhCrlDnGjrA!2e0!5s20130101T000000!7i13312!8i6656
  12. I wonder if de Blasio's ferry network will survive, and with what frequencies. I believe an earlier complaint was that money was diverted from MTA Bus Company to the ferries?
  13. Two lanes in a direction are inherently more efficient than one, by virtue of allowing vehicles to proceed at varying speeds on the same road. With two lanes per direction, if a vehicle is traveling at an abnormally low speed on the road (whether by choice or by necessity), everyone else can safely pass them at a reasonable pace. With a single lane per direction, everyone is stuck behind the slow moving vehicle, which, given that Kings Highway is a major through route, could easily last for the entire duration of the bus lane. The segment of Kings Highway with bus lanes has very few slip lanes between the main and service roads, so switching from one to the other is generally not an option. And even if it is safe to do so, passing via the bus lane is also impractical due to them being "photo enforced", and at night it can be difficult to see where the cameras are. Obviously this effect is more pronounced during the daytime, when there is a higher volume of traffic. It doesn't disappear at night, though, so yes the road is less efficient with the nighttime bus lane.
  14. Even if the restrictions don't cause a lot of congestion during the night (as they do during the day), they nonetheless make the road less efficient for no discernible benefit.
  15. So the 24/7 bus lanes on Kings Highway are now being utilized by buses that run less than once an hour (70 minute headways). What a colossal waste of road space.

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