Bay Ridge Express

Just generally, it's extremely difficult to get to the Brighton Line through the Rockaways. Even by subway, you still have to transfer to the and then the , but overall the problem is analogous to exactly what you're describing.

I only upvoted for this (the small smidgen of text that I put in bold). I don't believe the demand is that great for a new bus route between the peninsula and S. Bklyn, but perhaps a small extension to the Brighton Line (perhaps at Newkirk ) could help shorten commutes when people are traveling from other lines other than just what's around Nostrand. Leave everything else be, for obvious reasons.

It could also be like the M5 (says Night&Weekend service only beneath the destination name), which has blue signage. Thing is, I think the color change is for the better since it stands out, and obviously it is a special route. As for whether it should be purple, black, or whatever... ultimately will be placed under the jurisdiction of the .

It does happen whenever there are delays on the southbound portion of the line. Same thing with the if there are delays on 7 Av, it would run via Lexington.

It will probably just be like 59 St on the ... covered by a big blue wall

Yes, it's a little something known as interlining

Replies in bold.

Not to mention the increase in ridership from the whole Sea Beach fiasco...

I think Bay Pkwy would be better, seeing as that route has higher usage and would avoid the whole traffic jam on Kings Hwy. It could also even be extended to the at 71 or even 13 Av at its fullest potential, but factoring in the fact that the B9 should be left unchanged.

yes

What I put in bold is what I consider to be unnecessary. It's good to have an alternate crosstown route between 75 and 60 (due to the lack of coverage) but by the time the bus gets to 13/14, the B64 provides another crosstown service and I think connecting it with the or Shore would be unnecessary, considering the closest crosstown routes (B4, B64, and B9) already fulfill that purpose. Also since the B2 and B9 both go to Kings Plaza I would reroute the B9 to Bergen Beach and keep the B2 as is, and I think to connect better with the B64 and keep nice spacing on the crosstown routes the route should travel along 68/69 Sts and then connect with the at New Utrecht and end there. That's debatable, however, since it could definitely also travel along 65 which would reduce turns and let it travel on a wide-road, high-speed corridor. Currently, the B2 is perfectly fine as is, and it makes sense as a Kings Plaza to subway connection route, but it definitely could also be connected to the and . If anyone else who takes the B2, B4, B9, or B64 has better/other ideas, please lmk (this is just an idea, not saying it SHOULD happen).

meant to say west of

Then that just becomes another issue of school kids being stupid... which is not the same issue as not allowing SI commuters easy access to MetroCards

Like I said, having more MVMs in more areas would definitely be better, and the most obvious place to start is the 21 SIR stations (if not have them be at least every 2-3 stations away). The people (school kids) you have in mind say that BECAUSE there are no MVMs/they don't have any spare change from their parents, and giving parents additional access to some MVMs would greatly help. True, but systemwide implementation of OMNY has not happened yet. Once it has the whole "no change on express bus" thing will no longer be an issue.

I don't know if forcing SIers to pay for the SIR is the solution, but I think having MVMs at stations would help, whether they be at a station house or on the platform itself.

The RX is practically FULL of connections: you have the (most in Brooklyn) and then Jackson Heights , if not also greatly reducing speed for intra-borough travel. IMO, the Lower Montauk branch would probably be an OK bypass from LIC to Jamaica (lest the already-overcrowded and or LIRR do not suffice), but other than that, I don't see much benefit to it.

The B1's route is extremely useful and straightforward, but if you're trying to do some inter-borough traveling from one end to the other, then forget it, because you will save a lot more time either driving or even taking the to the to the if you're going between Bay Ridge and Brighton. As for the Bensonhurst-Bay Ridge portion itself, I'd say the B1 needs stronger headways, or at least not let itself be confined to delivery traffic on 86 St, and is hurt even more by the fact that it is the only south crosstown route south of Stillwell Av that doesn't diverge anywhere else (namely the B64 and B8).

LOL that guy on the right thought he could do something... guess not

https://www.amny.com/transit/nyc-bus-speeds-1.29963791 Mayor Bill de Blasio is planning changes to 24 streets around the city in hopes of improving the city's abysmal bus service. As part of his lofty bus plan unveiled earlier this year, the mayor outlined details Thursday to redesign two dozen corridors, rolling out features like new bus lanes and altering traffic lights to communicate with moving buses over the course of 2019. The ultimate goal is to improve bus speeds by 25% over the year. “All of this is about helping people get around. All of this is about improving quality of life; all of this is about reducing the stress and helping people get where they need to go on time so they can really experience all the good in this city,” said De Blasio at a news conference at the 92nd Street Y. “This is something New Yorkers deserve. We want this to be the fairest big city in America.” MTA bus service is the slowest in the nation and averages about 7.5 mph citywide, the city comptroller found. The service has been shedding ridership every year since 2014, but it still serves almost two million commuters a day — primarily riders with lower-incomes and typically people of color. De Blasio was hopeful that the recent passage of a congestion pricing blueprint at the state level can help him achieve his bus improvements, as well as several other transit upgrades under the city’s control. The plan includes changes for buses running on major Manhattan avenues, like stretches of Lexington and Madison; Woodhaven Boulevard in Queens and Broadway in the Bronx. “It’s going to open up a whole series of positive options for us going forward,” said de Blasio on congestion pricing, which he called “a victory for all New Yorkers.” Two of those options: more pedestrian space and less disruptive truck deliveries, according to de Blasio. The mayor also announced plans to pilot a new pedestrianized zone in lower Manhattan this year as well a goal to triple the number of businesses involved in the city’s overnight and off-hour delivery program, from 500 to 1,500. “It’s time to take another step to experiment with pedestrian priority zones — areas that are devoted just to pedestrians — so that we can give people an easier time walking around,” de Blasio said. “We are probably the number one walking city in America.” While the state controls the MTA, which operates bus service, the city manages the streets on which those buses run. Much of de Blasio’s bus strategy revolves around painting new bus lanes, giving buses priority as they approach traffic lights at 300 intersections and redesigning intersections in an attempt to keep buses from getting snagged in traffic. The mayor has also targeted enforcement to keep drivers from blocking bus lanes. The city has towed 432 vehicles as part of the strategy since it was announced at his State of the City address in January. Community opposition to the loss of driving lanes or parking has helped weaken bus improvements over the years. De Blasio said there would be room for residents’ input, but that changes are necessary. “I want to be clear that we must speed up our buses, so one way or another we’re going to get there,” de Blasio said. Nick Sifuentes, the executive director of the Tri-State Transportation Campaign, which was part of a larger coalition that pressured the mayor to focus on bus fixes, was supportive of the plan. He said the biggest question mark will be the fate of a proposed bus-only corridor on 14th Street. De Blasio said he was finishing hearing out locals on that project and will have an announcement ready next week. The key to the mayor’s plan, Sifuentes said, is that it helps makes the improvements easier to advocate for. “We’ve been kind of beating this drum for a while now — that everyone needs to de-parochialize these fights and look at bus improvements as a citywide fight,” he said. “That’s an incredibly important technical and rhetorical thing they’re doing.”

What do you mean, "banned"? Why?

I don't understand why they thought this was a good idea. What's wrong with placing punch boxes there? Furthermore, it interrupts (what was supposed to be) an artistic display that riders could enjoy on the NB tracks at the original Myrtle Av station. Now, it's used as a stopping point for trains, and you can barely even notice the artwork there.

http://web.mta.info/mta/news/books/pdf/180122_1400_CPOC.pdf Capital Capital Program Oversight Committee Meeting January 2018 There are 2 options being considered for more cars after the base order, adding an additional ~500 cars for each option IF exercised.

I agree partially, but don't forget the suffers from issues that do stem from dwell times as a result of the car it's using... which leaves 4 Av Line riders to be met with 20 minute headways at times when the service should be running 10tph. R160s can help also, but I feel as if they're trying to do the "kill two birds with one stone" tactic since the R46s on the will get replaced anyway, although I can't speak for them so I'm not so sure. That is the base order. Eventually, 940 R211s would replace the R46s, if the and Kawasaki do carry out their original plan for 2024-25.

There should be some extra cars to handle running service on other B division lines while the R46s get replaced. The and in particular are high ridership lines that could benefit from the switcheroo process.

definitely... maybe and