P3F

If you have any specific routes in mind, just look at their schedules. http://web.mta.info/nyct/service/bus/mhtnsch.htm

That video is over 10 years old.

It shouldn't be too difficult to figure it out from the schedule. All trains are 4 cars long. Peak headways have the equivalent of 8 TPH (4 TPH local + 4 TPH express) while all off peak service is 2 TPH. The only thing I don't really know, is how the reverse peak express service runs.

This would have been half tolerable if Culver Express service existed. Instead, today's commute consisted of a stuffed B82 Select, to a painfully slow northbound that was already overcrowded at Kings Highway.

Y'all are making this much more complicated than it needs to be. The simplest solution is to extend the or to 95th Street to provide additional service. I would advocate for the because extending it would mean that Williamsburg is a simple cross platform transfer away from all of the BMT Southern Division lines. Creating a stub line in this case would be simply wasteful. I read at some point that 95th Street is restricted to turning 10 trains per hour. Since the is scheduled at that, any additional service would require some kind of change at the terminal, assuming the restriction is true. It could be false information for all I know, though.

8th Avenue station has a 7th Avenue entrance. Also, I'm not sure the S93 is the best route to be extended. Reliability concerns aside, extending the S53 or S79 would likely help more commutes than the S93. Also, don't forget that this idea is more complicated than simply running one of the SI routes up 4th Avenue to 59th Street.

He's not wrong, though. If you intend for your suggestions about bus route changes to be taken seriously, you should at least do minimal research about the areas that the routes serve.

The and do this northbound out of Park Place.

Even better than guessing where people "lean towards", why not keep service patterns the same as they are and focus on fixing the operational issues at DeKalb? This whole guessing game of what to kick out of Brighton and what to amplify is ridiculous, as either way you're going to inconvenience thousands of people. If the agency ever gets to implementing this kind of thing, they'll simply do whichever is cheaper to run.

Just refill it another time... You've got 5 days.

Do they generally increase or reduce train speeds from what they were prior to the installation?

No

https://mobile.twitter.com/sm0twani/status/1062906864189489152

That is false. I did the math last year. The stations south of Rockaway Boulevard have almost 10,000 more average weekday riders than the stations east of Rockaway Boulevard.

I doubt sharing the ROW would be a problem, if it comes to that. Keep the where it is, and make the LIRR use the two inner tracks. Maybe have some fences between the NYCT and LIRR tracks. Personally I think it would make more sense to reactivate the line for subway service, though.

They can still preserve an SIR R44 and hook it up to the NYCT one (assuming they're mechanically compatible).

I do believe that the going to 480 feet is pretty much a given. Almost everything else is just speculation, though.

Why can't the tracks simply run straight between Canal and Chambers Streets? Four tracks at Canal, four tracks at Chambers. How hard can it be to connect them properly?

Most likely.

Those RTS buses with coach seats were sometimes on the B1 in the 2000s. Not sure exactly what years, but I definitely got buses like that on two or three separate occasions.

I suspect this is not about that at all.

Whoever makes announcements over station PAs phoned into the wrong station. At Kings Highway, the PA was letting everyone know about a CI bound at Neck Road, and about Manhattan-bound and trains "1 station away". Looks like Kings Highway is the new West 8th Street.

I wonder if we'll be seeing these kinds of messages once more lines start getting CBTC.

Great.

Is the running today?