P3F

Have someone drive you to the train station, or take a bus, or, finally, walk with an umbrella.

This is a good way to make express bus trips more consistent, as the FDR is quite unreliable in terms of traffic flow.

East of East 16th Street: makes sense. East 16th Street to Coney Island Av: I'm not the biggest fan of this plan, but if the community wants the bus lanes, I'd respect that. If they don't, they should speak up against them as was done on Kings Highway. Coney Island Av to Ocean Pkwy: The bus lanes are undoubtedly needed here due to the large amount of buses on this stretch, unless services are rerouted. Also, I believe the B103 should be considered for a reroute in the area, as its route doesn't seem to be the most logical one.

I think we might be talking about different plans. I thought there was an old proposal to connect the PATH at 9th Street to the at Astor Place. Connecting the WTC branch to the at City Hall would make a lot more sense, but I'd still be concerned about the reliability of a Newark to Pelham Bay Park route that has to deal with interlining.

Wouldn't combining the with the PATH be detrimental to both the and PATH? Considering the fact that it would simply be a connection between the two lines without any capacity being added, it would reduce capacity on the PATH north of 9th Street and on the south of wherever the connection would have been.

The ADA accessibility at Avenue H could get complicated if they're required to have an ADA accessible connection between the two platforms. If that's not required, then it simply becomes a question of where exactly to put the northbound ramp.

Thanks for making a completely unconstructive post that adds nothing to the discussion.

That's not an excuse to completely ignore the line when considering connections to stations it serves. Is there demand for higher frequency to the connections at Kings Plaza? If there isn't, then individuals can simply take the Q35. It's not like Sheepshead Bay is a transit desert, either. You have the B4, B36, and B49 right at the station, and the B68 a few blocks away. I was checking TripPlanner, which (supposedly) is based on the schedules anyway. Have you actually looked at the bus map before saying this? To repeat what I said earlier, you have the B4, B36, and B49 right at the station, and the B68 a few blocks away. If a "subway shuttle" inadvertently connects to all those, then maybe it isn't really a subway shuttle? I never said that I believe this new bus route is actually a good idea. I don't think the demand exists for an entire route to be created; the best solution (in my opinion) is to improve B2 service, and make the Q35 (northbound) stop inside the Kings Plaza terminal lanes so that connections are easier.

The from Flatbush to Chambers is listed as taking 38 minutes, not 30. I'm also not sure why you only considered the and omitted the (which is 5-6 minutes faster to the shared track segment). I also don't believe Sheepshead Bay via Kings Plaza would be the fastest route. Westbound the bus could use the Belt Parkway from Flatbush Avenue straight to Exit 8, and terminate a few feet away at the entrance to the subway (probably behind the B4/B49 stop). Going in the other direction would be a bit more complicated, but is still doable.

Rush hours, yes. But on weekends, other than running an express via the local, the easiest way to give Queens Blvd local more service is to extend the to serve the local stops (and therefore provide transfer options). It would be a shorter extension than the and it would remain OPTO, unlike the which would need to be full length (think of how ridiculous it would be to send a 240 foot train up 6th Avenue). Of course, extending the is favorable in other regards, as it would be more convenient for riders, and it would eliminate the confusion associated with a weekends-only extension.

Same reason why extending a Nassau Street line to Bay Ridge would help the 4th Avenue local a lot, even though the extended line wouldn't be the fastest way to get to Midtown. Anyway, it's good to see that car deliveries are progressing fine. Hopefully there's no more major holdups.

Honestly, I don't think it would've really mattered. The kind of people driving to Manhattan as an alternative to the are most likely already paying a ton to park in Manhattan, so the congestion charge would just be minor hindrance to them. As for Ubers, their congestion charge is already active.

.... no.

Parking at commuter rail stations increases railroad usage by allowing easy access to the train by car, rather than paying to take an expensive taxi or having to deal with NICE, for the vast majority of people who don't live within walking distance of a station. Obviously the amount of parking available shouldn't be overdone, but parking lots next to LIRR and MNR stations are not inherently detrimental to the railroads. It works better at certain stations than others, depending on location and demand. People drive to Hicksville station from many points on the island, to access relatively fast and frequent service. The town of Oyster Bay even maintains a parking lot next to Hicksville station, because a significant amount of Oyster Bay residents would rather drive to Hicksville and take the LIRR there, instead of taking the Oyster Bay branch.

Robert Moses was certainly a controversial figure, with plenty of supporters and detractors, but I sincerely doubt that your assertion holds any water today.

I mean, I'd say Whitehall uses it. The conductors open the doors first on the southbound platform to let people off, and then close them and open the doors on the northbound platform to let people on.

What I'm thinking, is whether CBTC on the El would allow for any capacity increases at its southern end. If I remember correctly, the tracks at CI are currently maxed out in terms of capacity, and that's with 20% of trains being turned at Kings Highway. If the issues are mostly at the terminal, then I doubt CBTC will help much. But I believe the slow curves at West 8th Street might also contribute to the low capacity. Edit: I'm sorry, I didn't realize this was the R179 thread. This should probably move over to the Subway Capacity thread.

What I thought funny was this part: "Some things have to be rammed through communities, and this is one of them." Yes, let's ram through a narrow-minded plan that fails to consider areas immediately outside the proposed construction corridor. Logistics and community opinion begone; it needs to be rammed through the community. Wow, who is this community, they are so rude for not wanting something that could potentially impact them negatively. It's almost like they live there or something. I am all for improving bus speeds, and suggesting that opposition to a single flawed proposal somehow nullifies that is simply ridiculous. Have you ever noticed that MTA EIS documents have multiple "alternative" scenarios listed along with their projected impacts?

The site administrators don't control the ads directly. The ads are determined by what the algorithm thinks is most likely to interest the user, based on their advertising profile. Combined with the fact that there isn't a unanimous opinion of congestion pricing on this site anyway, there's nothing particularly ironic about it.

If you mean the info boards at Coney Island, those were programmed when the was a Broadway Local (between 2010-2016) and the programs simply weren't updated after the 2016 service changes.

Well, clearly. Unlike the BQE reconstruction, which is part of required maintenance, the addition of HOV lanes to the Van Wyck expressway isn't really necessary, and the $2 billion would certainly be better spent on transit. It seems to be consistent with Cuomo's modus operandi, since the expansion is part of his JFK reconstruction plan, one of his pet projects.

Could somebody please summarize what was said?

Adding lanes to freeways isn't a blanket solution to congestion. LA has some freeways where each direction has as many lanes as one of our parkways, and they still get stuffed. In fact, poorly placed extra lanes can actually increase congestion by creating bottlenecks. HOV lanes, on the other hand, are usually beneficial. They encourage carpooling (meaning three car trips become just one), and provide a way for buses to get through congested areas of freeways relatively quickly. If HOV lanes can be added without removing regular lanes (such as on the SI, Gowanus, and Van Wyck expressways), I'm all for them.

If I saw that, I'd walk to 59th Street for the N.

I'd like to ask a question about timers. Before a station there is a sign saying ST 15, and then a bit closer to the station there is another sign (on the same track) saying 35 Miles, shortly before a signal. I presume the second sign means that the signal should be passed at no more than 35 mph, but how does the ST 15 sign affect operations?