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JeremiahC99

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  1. Ideally, there would be no skip-stop service on Nostrand Avenue. The creator of the map (not me) was playing with some ideas to make up for the loss of train service in some ways. My plan is the same, except that the and would make all stops on the line with increased frequencies. With Utica Avenue seeing high bus ridership compared to other routes in Brooklyn and Queens, it would be safe to assume that ridership would be pretty high provided that the service is operating as frequently as one train every 4 minutes. This is especially given that much of the ridership will come from new riders and those switching from bus service since the train would be faster (I personally would make that switch). As such, a configuration of either the or serving it would work well. Knowing the MTA's issues with construction, there are two solutions that I can think of that would provide the least impact on service, without ripping up Eastern Pkwy, concurrent with a new Utica Avenue Subway. Adding new switch at Sutter Avenue-Rutland Road. Would require around 4 weekend closures of the New Lots Line. Post-Utica service pattern: to Flatbush to Kings Plaza-Avenue U via Utica to New Lots Avenue New Switch at Sutter Avenue-Rutland Road plus new switches at Rogers Junction Would require multiple weekend outages for 42nd Street Shuttle-style construction. Post-Utica service pattern: to Flatbush Express to Utica. then to New Lots Avenue Stops at Nostrand and Kingston, then via Utica Avenue to Kings Plaza.
  2. Well in all actuality it is possible given that the turnouts for Utica Avenue are on the local tracks and not the express side. All that would be needed is a new switch connecting the northbound local track to the express track before Utica Avenue so that trains coming from New Lots don't interfere with trains coming from the Utica Avenue Line. Preferably one can be built outdoors since at the portal at East NY Avenue a middle track begins. After a set of crossovers with the tracks on the upper level this middle track then ramps down to the lower level at about Rochester Avenue with access to the local and express tracks before entering Utica Avenue. With this in mind, this middle track would be extended to just before Sutter Avenue-Rutland Road station, where it will merge with both tracks before it reaches the platforms. This would allow for northbound trains to switch to the middle track after leaving the Sutter Avenue-Rutland Road station and ride that ramp all the way down to Utica Avenue and switch to the express tracks without interfering with trains from the Utica Avenue Line Another potential service pattern for Utica and New Lots could be this map (note the map's rather interesting placement of the northbound switch):
  3. With the track layout at Utica, you’re better off sending the along the Utica Avenue Line and the and to New Lots Avenue.
  4. I will come forward to admit that the guy on YouTube with that plan is me, and that’s precisely my plan. Essentially a version of the 1931 Worth Street Line plans and what I consider the successor to the Chrystie Street connection, the intentions to my plan is to support additional deinterlining (beyond what can already be done) while retaining the Midtown connection for Williamsburg Bridge riders. Albeit this will be via 8th Avenue instead of 6th Avenue, which does increase capacity on both lines and clears the way on 6th Avenue for a proper Culver Express, providing an alternative to the Sea Beach Line without sacrificing the North Brooklyn-Midtown direct service. With this alone, the would simply be moved to the 8th Avenue Line (recolored to blue and potentially redesignated), requiring the and to be swapped to make the former express through Midtown and Upper Manhattan, and this in itself would also require Queens Blvd service to be rearranged. I do also have this paired with another set of projects that involve alterations to the Fulton Street, Broadway, and Jamaica Lines to provide more frequent service on the Fulton Street and Rockaway Lines, speed service to Lower Manhattan for Jamaica riders, and provide an alternative to the Eastern Pkwy Line for Brooklyn riders. Admittedly, this is merely a long term projects given the costs, but it’s something that’s honestly worth considering. To this day, these are some of my favorite proposals.
  5. Probably, but I still see a rerouted B82 as no good substitute for a through Avenue K local route. I actually live a block away from there, and a B11 extension via Avenue K can provide a great new route to the train at Flatbush/Nostrand (or another stop if that line gets extended southward, but that is for another day), provided the route operate at least every 15 minutes. As it stand's now I'm still stuck with 20-30 minute frequencies for Avenue N service during the weekend hours. Not changing with this redesign. At this point might as well send another bus route down there that can operate more frequently. Also a though Avenue K route can better connect to Georgetown Shopping Center, since that car-oriented strip mall has a grand total of zero east-west local bus route options.
  6. Well they aren’t. I also wanted more Avenue N/Veterans Avenue service on weekends, but that didn’t work out well. Also no Avenue K local service straight to Ralph Avenue to fill in major east-west service gaps in my area (Flatlands Avenue is in a diagonal orientation). Admittedly, I was looking at the draft proposals today, and for some of the I found them hilarious. The B49 one is worth noting. “The B49 route is indirect for transferring so let’s make it more indirect”, they said. “What could totally go wrong?”, they said. If it were me, I would redesigned the routes in a whole different way, even though you and I will totally disagree on a lot of things.
  7. And not only that, but also routes could’ve been straightened out on Fort Hamilton Parkway and on 13th Avenue, so both corridors get one route each rather than what we have now and in the draft plan. More direct trips.
  8. It’s because there are. Specifically in Southwest Brooklyn. Me personally I would’ve done things a lot differently.
  9. That could also be feasible as well though I feel that at this point, it would be better off just building a new station to replace two close ones in between, especially if we are also looking to lengthen platforms to accommodate 10-car trains.
  10. Consolidating the Hewes Street and Lorimer Street will not negatively impact existing riders at these station and even with this one station consolidation, the stops will still be frequent.
  11. True, though with ridership on nearby routes that could be absorbed onto the extended routes, transfer patterns, and latent demand from driving, routes like the B2, B31, and B100 can be extended further And I do admit that I did make a mistake on confusing indirect and incomplete. The indirect routings I was referring to was for the Fort Hamilton Pkwy and 13th Avenue routings, where the current bus network leaves some segments of these two streets with no bus service and two bus routes serving three distinct segments of both streets, rather than each route serving the entire length of the respective street, straightening them out. I never meant to say that the B2, B31, and B100 routes have indirect routings. While the three routes are direct and straightforward, the fact that they end at the Kings Hwy station rather than continue westward does create indirect trips. For example: take a trip between Marine Park and Bay Ridge. With the current structure, one would ride to the Kings Hwy station. There, they would transfer to the subway and ride either to Downtown Brooklyn, where the traveler would then transfer to another subway line to Bay Ridge. The other option would be to take three buses with one transfer at Kings Hwy and another to the other bus route going to Bay Ridge. The first option is time consuming and tedious (especially that transfer in Downtown Brooklyn), while the second one would involve two fares lest a second free transfer were programmed into the MetroCard and OMNY. Ideally, the bus network redesign should address indirect trips and indirect routings, though some routes may have to deviate to serve transfer points to increase connectivity, which is another thing that needs to be addressed. This map I have is a snapshot of some of my proposed bus network changes to increase connectivity: https://www.google.com/maps/d/u/0/edit?mid=15NqFt0ppBg5fkWooBmExCG5sVaT0zVae&ll=40.642763660380744%2C-73.9804591908607&z=13 Note that not all routes in SW Brooklyn are mapped out and I am open to exploring options.
  12. Well to be fair, they can still do more than that, since there are some trips that can't be made by transit due to indirect routings, For example, you have the B2, B31, and B100 all terminate at Kings Hwy and forcing those who want to continue westward to transfer Meanwhile Avenue P on the has no bus service at all, giving riders no other option but to walk, and you have bus service gaps on 65th Street. To solve all of these issues, the B2 would be extended westward along Avenue P to meet with the train, and then operate along 65th Street to the New Utrecht Avenue station and then along Bay Ridge Avenue to Shore Road. The route would also be combined with the B100 and operate along Fillmore Avenue to Mill Basin. This will provide better crosstown connections for Marine Park riders to Bensonhurst, and Bay Ridge, and to Sunset Park via a transfer to other routes. Concurrent with this, the B64 would be rerouted to 95th Street on the via Cropsey Avenue, once more providing convenient access to the train for those along the B64 route (the bus used to travel to 86th Street on said line). To replace the B64 on 13th Avenue, a new B23 route would start at 95th Street, circle around Dyker Beach Park, and operate along 13th Avenue to connect with the B35. From there, it would operate along Cortelyou Road once more to Flatbush Avenue, and this time, rather than end at Flatbush Avenue, it would continue east on Beverley Road to the Beverley Road station and then follow the B8 route making limited stops to Remsen Avenue, where this line would then turn southward to Canarsie Plaza. With this, the B16 would be straightened to travel on Fort Hamilton Pkwy all the way between 86th Street and McDonald Avenue. These changes improve crosstown trips, restore service on Cortelyou Road, and increase connectivity. When you put all these pieces together, you can start to imagine how people's lives will be improved with such improved connections between bus and subway routes.
  13. Could the same thing be said for shutting down a pair of tracks on a four track line (i.e, shut down the local tracks, build some barriers between local and express tracks and have the express tracks remain in operation?
  14. So is the Bx22 still operating out of Gun Hill Depot under the new redesign?
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