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RR503 last won the day on February 11

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About RR503

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  1. RR503

    Ideas to Alleviate Severe 7 Train Overcrowding

    Not to veer too far from topic, but Robert Moses gets scapegoated too much. IND 2nd System wasn't built because RM took all the cash, but because the state wouldn't raise the city's debt limit. RM built highways instead of transit not because he was some revolutionary evil, but because pretty much all available funding on the federal level was for highways. I actually would argue that its the reaction to RM culture -- this highly siloed, fear based, community centric, can't do mentality -- that is killing NYC. He created a governmental revolution, one that led to partial decentralization of key powers, to NIMBYism, and to bureaucracies that became so focused on meeting minute project goals that they lost sight of the larger picture while also being almost entirely disempowered.
  2. RR503

    De-interlining: Problem or Solution?

    Easy: trust the punchboxes, and move the cameras to the stations before the entrances. Done. I mean, if we're playing rebuild, one thing I've heard suggested before is that we sink the tunnel tracks to a level below their current position, and build the platforms across from the Brighton tracks to the bypass tracks at Dekalb. Maybe worth looking into...
  3. RR503

    Ideas to Alleviate Severe 7 Train Overcrowding

    If you just expand Atlantic Ticket, then folks can transfer from the PW to all the subways at Penn...meaning coverage parity is there. Generally, I think this is a good list of mitigations except for the Q32. Running a bus that almost completely duplicates the is a waste of resources, as during normal service conditions, really only those who can't take the train will take the bus. Running a Q66 SBS as was suggested by others before is much, much wiser decision as while maybe a little slower, the fact that that Q66 serves a slightly different part of the same market gives it a walking time advantage, swinging normal riders in its direction. Good example of this currently is the M15. (Also, slower service leading to declining ridership indicates...people don't care about fares? I beg to differ.) You clearly have never worked with the LIRR. Something making sense doesn't work for them, it has to be 'the way they've always done it' for it to be done. If you want to talk about myopic, unproductive organizations, the LIRR actually goes above NYCT in the list.
  4. RR503

    Ideas to Alleviate Severe 7 Train Overcrowding

    Intra-city LIRR fares are expensive because they are — the LIRR doesn’t believe that the city is a population they need to serve. There’s little to no financial reasoning there. Generally, adding intra city service (especially in the off peak) is a lot less difficult than people make it out to be. Most LIRR branches could take a lot more frequency than they have; cheap intra-city fares are just a good way to fill seats — exactly the point of Atlantic Ticket. Will this require money in the long run? Yes. Will it require an exorbitant amount of money? No, and keep in mind that NYC already contributes to LIRR subsidies.
  5. RR503

    Ideas to Alleviate Severe 7 Train Overcrowding

    The operating expense per passenger mile of LIRR is about 1/3 that of an express bus...but that's not the point. The point is that there are about 3,800 empty seats during each morning peak on the PW branch, seats that, if filled, would actually make the LIRR more money than today on the same level of service provided. And if you're completely filling any new trains, you're probably making money on that, too (and yes, they have the equipment). If you're really advocating for better local and express coverage (and, hopefully, better subway service disruption mitigation) though, then power to ya. I'm just wary of the singular express bus focus that evolved in this thread.
  6. RR503

    Ideas to Alleviate Severe 7 Train Overcrowding

    Lemme be abundantly clear: I think it's great you're advocating for more express bus service. More transit = good (generally). The reason I keep coming back to this idea of highest impact interventions is that in times of scarcity (such as today) you generally want to be pursuing the changes that will provide the greatest good for the most people at the lowest cost -- focusing your resources and energy makes things more likely to happen.
  7. RR503

    Ideas to Alleviate Severe 7 Train Overcrowding

    I'm still a bit confused here by the immediate jump to express bus improvements. I understand you're a express bus advocacy group, but given corridor demographics, the existence of the LIRR, and the number of intra-borough trips taken on the , don't you think the previously suggested combanation of Q66SBS and lower LIRR fares may be an easier/cheaper (and dare I even say better) solution? Serves more riders, makes more impact, etc etc. Some color: Median income by census block group: Commuter destinations for half-mile buffer around line:
  8. RR503

    R179 Discussion Thread

    I hear it will, pending more funding.
  9. RR503

    R179 Discussion Thread

    The reason the didn’t go full was largely budgetary. I wouldn’t expect any changes until the MTA gets more money.
  10. RR503

    De-interlining: Problem or Solution?

    See, I actually feel that with the exception of the Culver/Crosstown/Myrtle matrix, IND deinterlining does well. But that's me. I've never totally bought into the concern about yard access for the 4th plan(s). The Broadway local tracks are fronted by a lot of layup space. From south to north, you can store trains at 86th Spur, 4th Ave express, City Hall Yard, 11th St Cut, and the Astoria express track. You're not gonna want to use all of those, but between them, put-ins at 36th, and relays from CI to north of 36 to Bay Ridge, I think you're covered. Is it the most efficient use of train miles? No, of course not, and that's why 38th needs expansion. But is it something that should be looked at regardless? Yes. Re: the . Much as the drops most of its runs at CI, this -4th Ave service would do the same -- trains would all just begin and end at ENY. Given that such a pattern tracks with the service route, I don't see that as being a big impediment.
  11. RR503

    R179 Discussion Thread

    Extending the at least during the day is IMO a good idea. To Bay Ridge, though, not to Bay Parkway -- that's the area most in need of more service.
  12. RR503

    De-interlining: Problem or Solution?

    The above is a very defensible plan. The only operational, non “we don’t like delay cascades”-type objection I’d field is that a merge between the derivatives of the 26tph on 8th local (that’s the terminal cap at WTC) and those of the 30 on 8th express/6th express may not be the easiest thing to schedule. One unspoken cause of service gaps today is the fact that many of them are actually scheduled to make merges work; I’d be cautious carrying that over into a new svc design.
  13. RR503

    5 trains running every 20 minutes

    Chicken or egg? Dyre hasn't gotten enough weekend in years; I'm unsurprised there's no ridership.
  14. RR503

    Ideas to Alleviate Severe 7 Train Overcrowding

    How many is some? I have no problem with more bus service. The thing is that from the areas that generate most ridership (Flushing-Woodside), they’re not time competitive with the subway — to say nothing of being more expensive in the case of the express bus. The LIRR is more expensive, yes, but it’s faster, more frequent, and the marginal cost of implementing Atlantic Ticket type fares is in all likelihood lower than that of adding bus service (the trains already exist/have empty seats). So if your goal is *strictly* making an impact on ridership as efficiently as possible, I’d start there. Generally, I see the value of options. But you’ve also gotta remain cognizant that if NYCT got their shit together on the , we’d never be having this conversation. The once ran more trains and carried vastly more riders than today, and while we need to address the short term pain of total managerial intransigence, the more valuable strategic questions to ask about the surround why that line’s nearly-billion-dollar signal system seems to be less capable than the blocks it replaced, why they have no disruption mitigation plan, etc. No other city spends so much time discussing ways to duplicate existing services, and while I think said discussions are, in the short term, justified, we can’t lose sight of the larger issue. This is really important, as is planning bus networks that integrate well with LIRR stops. *** One data point I’d love to have is the number of NICE riders that end up on the . Could targeted fare reductions on LIRR have an impact here?
  15. RR503

    Ideas to Alleviate Severe 7 Train Overcrowding

    I have no problem with offering more options. What I’m cautioning you against is the notion that offering more bus options will have much of an impact on crowding. From a pure, money spent/benefit provided standpoint, I don’t think that is necessarily the best way to go. Re: LIRR. Yes, it doesn’t go to the same places as the 7. But it shares a common end market with the line — ie Midtown — which is where many, many riders are going. It does so with a good sized speed advantage over the and has capacity on the scale where it can make an impact. That’s why I’m suggesting it. Not sure what part of the you’re referring to, but generally that line’s service area is pretty wealthy. Not so much for the , and again, the exp bus is never gonna offer faster service than the from on-line areas.


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