P3F

I'm sure there's more that I'm forgetting. B68 PARK CIRCLE (probably for buses going back to the depot) B1 OCEAN PKY B100 BEDFORD AV (yes, the bus is done after a single stop) Also, the B82 short turns still display 24 AV / CROPSEY AV instead of BENSONHURST / BAY 38 ST like the Select buses do. I could swear that at some point those signs read 25 AV / CROPSEY AV and the avenue was switched. But I could be misremembering that.

HEETs have a lower capacity than normal turnstiles, and take up more space. So, you would have a lot more crowding at the turnstiles after a train lets passengers out.

The stations have all been rehabilitated recently, so would this "complete rebuild" only apply to the track and signal infrastructure?

It's probably more cost effective to connect the middle El track to the Fulton Street express; that way, you can avoid the merge in the peak direction. Although, both of these proposals involve Rockaway peak direction service skipping Rockaway Boulevard, which might not be the best of ideas.

Ah, my mistake. I didn't read carefully enough; I thought the conversation was about a connection to the Roosevelt Avenue - 74th Street / Broadway complex.

Conversely, how hard would it be to cut & cover some kind of passageway under the center of Roosevelt Ave? Since the El supports are on the sidewalk, I don't think it would be structurally compromised. Just suspend parking for the duration of the project and have vehicles use the parking lanes, similarly to how the rehabilitated the express tracks on 4th Avenue south of 39th Street.

I wasn't implying that they aren't.

The announcement was made multiple times over the regular P/A system. No scanners or eavesdropping involved.

"Ladies and gentlemen, there is an train ahead of us at Grand Street, that took the wrong lineup. We will be moving shortly, thank you for your patience." It's an R68 so I actually thought it was a when it passed us at DeKalb. I guess they can send it to 96th Street and then back down Broadway.

I tried getting an R32 on the today, and saw basically the same thing. Both the and had a healthy amount of R179s. I might try again on Wednesday or Thursday during rush hour, as today I waited during the midday when the has kind of pathetic service (a 15 minute headway to each branch).

Have R32s been on the recently? (like, in the past week)

From a cursory look at the aerial map, assuming the line stays on the existing ROW, it appears the northernmost point in Queens where a station can be built is between 44th and 46th Streets near Astoria Blvd (assuming we want to avoid extensive structural modifications to the bridge). After that, the next convenient place for a station is up in Port Morris. Diverting the line to LGA may work, but it could require some complicated engineering near the highway interchanges. If the stations are placed strategically, this alignment would certainly do a better job of serving Queens residents than the stub to eastern Astoria would.

From looking at the aerial map, it appears the line has room for 4 tracks in the following sections: - 2 Av (BK) to 14 Av (BK) - Glenwood Rd (BK) to just before the bridge over the Montauk Branch (QNS) with the rest having enough space for 2 tracks. Assuming the freight operation only needs 1 track, this means there are significant portions of the ROW that would have to be upgraded to a minimum of 3 tracks from 2 tracks, unless they use FRA-compliant equipment for passenger service on this line. On the parts where the ROW is wide enough for 4 tracks, the layout can be as follows (North to South, or West to East): - Freight Track - Southwest-bound Triboro RX - Empty trackway, or station platform - Northeast-bound Triboro RX This would generally require only a single platform and elevator per station, cutting costs as opposed to building side-platform stations. Lastly, a real connection could probably be built between this ROW and the between Livonia and New Lots Avenues. This would give the Triboro RX equipment access to ENY Yard, and possibly give the opportunity for an branch to go down some of the Triboro RX, if that ever becomes desirable.

57 St/7 Av (at 55 St) to 7 Av/53 St.

Some school trips still go to the Rockaways.

Hopefully they do it Bronx-style, since the routes are already fairly gridded. We don't need another Queens mess.

What would be the best time of day to catch a Rockaway-bound R32 train? Preferably before sunset.

I wouldn't say that. Atlantic Avenue (for the 2/3/4/5) and DeKalb (for the R) are both very useful transfer points, since not everyone on Brighton is going to 6th Avenue or Broadway. The only other stop is 7th Avenue, which has good ridership, so there isn't really a problem with all the trains stopping there.

I have walked on that part of 3rd Avenue many times -- on the sidewalk, and even in the median. Crossing it is about as easy as crossing two city streets. If you don't do anything stupid, such as going in front of a moving car, then yes I believe anyone using or crossing the road is, by relative terms, safe. The only road users who are truly at a slight risk here are cyclists, but I'm not too worried about them since they have protected lanes on 4th and 2nd Avenues that they can use. Bike infrastructure in the area is also being improved as part of the Sunset Park Vision Plan being carried out by the NYCEDC. There is nearly nothing wrong with the street view you've linked. The three cars and the ambulance are not blocking any crosswalks, and they will either turn or form a lane once their light turns green. Most of 3rd Avenue has leading pedestrian intervals, so any pedestrians waiting to cross will get a head start on the cars. The only real issue I see is the Belgian blocks in the median parts of the crosswalks, which are not ADA-accessible. This will likely be remedied in the DOT project to install ADA-accessible curb cuts at every corner in the city. Ah yes, because demand for goods and services will suddenly drop to zero, and all the trucks and other assorted commercial vehicles using the interstate will disappear. Yeah no, they'll be stuck on 3rd Avenue, making sure the locals are getting more diesel fumes in their air than ever before. Cars are not bound to truck routes, and thus will choose other routes to take since the fastest one no longer exists. But that's just displacing the traffic elsewhere. This is laughable. Cars use fuel most efficiently at 55 miles per hour, and efficiency goes down at higher and lower speeds. So if cars are going "25" instead of whatever they go on the expressway, they will use more fuel to travel the same distance, and therefore pollute more. The poles don't really impact the crossing that much; it's a non-issue to simply avoid them since they don't block a significant portion of the crosswalk. In terms of reducing crossing distances, you could have some curb extensions on the street-parking sides of the street, but that's really about it. Okay, let's analyze why people going to Manhattan aren't using the B37 to Atlantic Av - Barclays Center in droves. - The 4th Avenue line, which goes to Manhattan, is a single block away. Now let's analyze why people going to other destinations along the BQE may not be too interested in the B37. - For most imaginable trips of this type, it's probably faster to just take the subway. Sunset Park isn't some kind of transit desert. There's three subway lines right there. FYI, for regular people driving on the BQE, their destination isn't usually directly on the expressway. When there's no traffic, it's simply the fastest way from southern Brooklyn to northern Brooklyn and western Queens, with a very large catchment area of sources and destinations.

How do you come up with this utter nonsense? The catchment is area already unlocked; there is a full set of crosswalks at almost every intersection under the expressway. Even if the insane idea of removing the highway were to go through, everyone would have to cross the same amount of lanes at 3rd Avenue (or more, if you want a busway). The only significant gap in the crosswalks is between 60th and 65th Streets, and that's not too much of a problem since the nearest station is at 59th Street anyway. Speaking of the busway, maybe you haven't looked at the ridership numbers lately, but the B37 isn't really known for its high usage. It doesn't seem like the best candidate for anything even remotely related to a busway. And even if the bus were to go to lower Manhattan, people would still opt for the 4th Avenue line because it would be faster and more reliable in most cases.

The reason I brought up those specific roads is they are wide with good visibility of the surrounding area. This makes it much less likely for a non-jaywalking pedestrian to be hit. I have seen multiple cases where pedestrians waiting at the corner for the light that recently ended will cross in front of a car just as the car's light turns green, because the car was stuck waiting for a LPI (the delay between pedestrian and car lights turning to white/green) and the pedestrians thought that's a good opportunity to go for it.

The overall speed limit of 25 is artificially low; on many roads (such as Ocean Parkway and 4th Avenue) it is ridiculous to actually keep to 25. Thus, it stands to reason that if one wants to go a more appropriate speed without fear of getting unnecessary tickets, they should care about speed cameras.

The light timing isn't great, but I think 2 consecutive greens is a bit of an exaggeration. It's not very hard to get up to speed.

You missed Pelham Parkway.

I've always thought the overnight shuttles should just go to Broadway Junction for the extra connections. While it would certainly be nice to rebuild Rockaway Blvd like that, it would likely be cost prohibitive given the benefits.