P3F

For Brooklyn, I hope they do it Bronx-style rather than Queens-style. We don't need a whole new numbering system, and many routes are fine as they are.

The Kings Highway-bound I was on, was sent on the express track after Ditmas Avenue. Without the Culver Rehab slowing it down, the train really gets up to speed; we were flying through Avenue N and Avenue P. It's probably going to be the last time I ever ride an R46 on the , at the rate they're swapping them.

Happened to me once on a at Carroll Street. All the other stations had the normal procedure.

Today's first PM Express (5:10 from W 4 St) was sent local from Jay Street (5:27) because, according to the C/R, "our follower is way behind us". Checking Subway Time, the next is 10 minutes away. I know it's logical to do, but I still feel ripped off.

If you want to give the truncated access to the , the only change that needs to be made is extending the southbound platform at Botanic Garden. The would then run on a single track between Franklin Avenue and Botanic Garden. Of course, the main problem is that neither Botanic Garden nor the connection to the are ADA accessible. So either you would still need to run shuttle buses, or you'd have to figure out how to make the complex accessible. I think you could get away with installing 2 ramps and 2 elevators, but even that would significantly add to the project's cost.

Maybe the design is more aerodynamic? The BMT tested a vaguely similar shape back in their day with some of the multi-section cars:

Honestly, the AM rush trains that come in from Coney Island Yard should pick passengers up at Coney Island, W 8 St, and Ocean Parkway. Ridership is not incredibly heavy at those stations, so it would not add a significant amount of time to those trips. This would be similar to the morning trips stopping at Sea Beach stations on their way to the line's normal route.

SIR does single tracking for a decent portion of their G/Os; they can get away with it due to their 30 minute headways (except during rush hours, when you're not scheduling any G/Os anyway). Also, the cab signalling certainly helps.

That would be a counterproductive reason for the DOT, since they've installed a multitude of speed cameras on Kings Highway. Thank goodness for Waze showing their locations, at the very least.

The B82 Select Bus doesn't even run on weekends, much less 24/7. For those bus lanes, anything more than 7AM-9AM and 4PM-7PM is overkill.

Interesting how on some weekends it runs to 125th Street, while on others it goes to 145th Street.

The southbound uses a yard lead during the AM rush to avoid sharing trackage with the at E 180 St. (I don't actually ride the line in the AM rush, but I remember that being noted in some thread several years ago.)

There is a provision under 59th Street for a second island platform.

I would be surprised. During the majority of rush hours, DeKalb junction does not add a perceivable delay to runtime, beyond needing to stop at Myrtle. Even if something has to merge up ahead (which is not usually the case) that's usually no more than a minute or two added. So, in my opinion, riders would simply see it as reducing convenience for no perceived benefit.

It's not really that ridiculous, because it's simply the most convenient setup for riders on the BMT branches based on ridership patterns.

I've seen one of the platform screens at West 4th Street show an upscaled version of one of the service change posters on the columns.

I ride the most weekdays, and for the vast majority of trips these past weeks, I haven't noticed any slowdowns (except when there's planned work). Generally it's been going as fast as it usually does.

As someone who is frequently in the area, it certainly appears that is the case. They even had to get a traffic cop to stand at 5th Avenue and allow the cars to go before their light turns green, to help clear out the backup more quickly.

Are there any other lines with the old windscreens? It feels like the lines that still had them (Astoria, Jamaica, Culver, Liberty) have been renovated, so I don't know if anywhere else is left.

There isn't enough capacity on the 6th Avenue local tracks. (And the track layout does not allow the to run via 6th Avenue express). The theoretical limit on the local tracks is 30 tph without CBTC; the runs 14, and the current runs 10. So there's theoretically 6 left, which would underserve Queens Boulevard and make all three services unreliable. Not to mention, 6th Avenue local doesn't really need 30 trains per hour. You can take a look at the track map here: https://www.vanshnookenraggen.com/_index/wp-content/uploads/2018/12/NYC_full_trackmap_194.pdf

The data looks fine, but I think it'd still be better to wait some amount longer before evaluating whether the busway has been a success. There's plenty of factors that could be affecting the ridership, such as all the publicity it was given before its start.

At the same time, I'm not sure if it should really be a focus. According to the quote above, Crosstown would be able to run 18 tph instead of 15. But it barely runs 10 tph of 300 foot trains at its peak right now, and it's unlikely that ridership will increase to the point that 15 tph would become necessary. So unless the current signals are very unreliable, CBTC won't really make a difference on Crosstown other than being able to better handle occasional reroutes.

Any sources for the M14 part?

I'm not incredibly familiar with the spatial layout of ESA, but I was always under the impression that it's just 1 story below the current lower level. If that's true, wouldn't it just be the time it takes to get to the lower level + a few minutes for the extra stairs?

Imagine you run a business on a major commercial street, and the state wants to take that away and demolish it. The natural reaction is to oppose it, unless the payoff is actually really good. I'm not defending the quality of the businesses on Utica (I don't even really know what's over there), but I'm saying it's not an unreasonable reaction to have.