Bay Ridge Express

So would a line that runs on Northern Blvd and ease capacity on the not improve service? The is in need of many improvements. I would not reject a proposal that overall ties into the system and is cost-worthy even if there are other projects that should be prioritized.

True, but this his proposal is definitely a long-term project... I agree that we should be prioritizing a busway first, though.

Because its route sucked. It shared tracks with the and had to perform excruciating switches onto the 4 local tracks when at that point, most would opt for the or to get to (Midtown) Manhattan anyway. Rerouting it to 95 St would simply make it become an without direct (Lower Manhattan) SIF/WTC connections.

1. I totally forgot the M16 used to exist. 2. Yeah, there's been a lot of weird transfers regarding the 4 Av Line. I remember riding a SI bus to 86 St and there was an announcement about a transfer to the and . That was at least one or two years ago, though, and I usually never take those buses all the way to 86 nowadays anyway so I'm not sure if they still have those announcements. I've seen a lot of s heading from 86 St in the morning rush and going on the local tracks frequently about a year ago, but since September I haven't. Strange.

I think it's simply because there's literally no room to put it anywhere else... there's barely any space to walk there on 4 Av as is.

I don't think so, at least not by the .

Depends on when it will actually get introduced. Could be 5 years, 10... we never know. We don't know what types of subway cars will be manufactured in the future, and we also don't even know how the whole CBTC swap will play out yet. I wouldn't speculate about it now. I'd either do what @Armandito said, or at that point, have it terminate with a connection to the (though without sharing the same tracks). Interconnected tracks could also lead to room for potential route swaps.

What I find interesting is the whole "address locator" segment on the Manhattan bus maps and I wonder how many people actually use that nowadays... The whole thing is just confusing...

It is questionable, but definitely not to the extent of Willets, which forces everyone to travel farther... from LGA just to get to LGA... I'm still a big advocate for extensions rather than branches but at least such a proposal would actually serve something. The only problem really is that it would only cover the east side.

I pretty much learned the entire subway system when I was six or seven just because I was so fascinated with the maps... I have a whole collection of them now. I remember the local library would keep some, and one time as a kid I wanted to reach for some on a stand but was too short... one of the librarians questioned what I was attempting to do but even then I thought it would be weird that a kid like me would be so eager to take subway maps. The sheer awe I got from learning where all the different routes went was magical... such a feeling is difficult to recreate nowadays, albeit I still hold a great level of passion. My family thought that I might end up being a civil engineer because of that... and now exclusively ask me for directions/tips for riding public transit. I chose the med track but clearly I'm still here in these forums eager and open to discuss transit-related stuff. 100% agree. During my public school experience, I would say I knew only 1-2 people that cared about trains in (almost) the same level that I did. So, I hardly ever bothered bringing it up... instead just tried to appeal to the lingo and habits of school children my age. Me too, but there was something special growing up and knowing s and s would exclusively be R160s, despite the being my home line... I have to admit, I am fairly young so I like NTTs slightly more. As for the R211s... well, we'll just see where those take us.

I have to say, before joining the forums, my knowledge was bare regarding important explanations for train delays/issues but some of the insightful discussions I've read on here led me to learn a lot about capacity, timers, operations, management, etc. I agree that we do need to be having more of these conversations, since I enjoy them the most. I don't mean to sound vain, but I rarely care about the way car classes operate...

Yeah, most of the runs north of 135 St are deadheads anyway even during rush hour.

haha I still don't even know "what it is," but it seems like a fun travel opportunity considering its proximity with Westchester. Pretty far from Brooklyn though, and obviously it's not really a good time to joyride with coronavirus either... maybe one day.

Nah, such a line would take away capacity from the . In my Franklin Line extensions, I considered the following: Making the shuttle a two track instead of one track line? (would really only be useful if the route connected with the ), extending the line to the Bedford-Nostrand Avs station (where it can interchange onto the if warranted), continue on Kosciuszko St to connect with the , and then lastly go under Myrtle Av to connect with the at Wyckoff. However, it should begin at Prospect Park.

Yeah, but it keeps the B15 route intact.

What warrants ridership from Midwood all the way to JFK? (as opposed to having a separate major connections<-->bus service/Bed-Stuy route)

Meh, at least that means no one would want to ride it.

I'm not. Everyone either doesn't have one or doesn't wear it properly. What's more, people think they can get away with everything now (got caught up with passengers smoking in a subway car once).

There's only one express track, but I think some sort of peak express service pattern on the could work.

No service between 96 St and 225 St, trains run via the to 148 St. runs between Atlantic Av and 241 St. runs between New Lots and Franklin Avs only. Service is available between Atlantic Av and 167 St. 10+ car sets short turn at 86 St, while 5 car sets run between 86 and 167 Sts. Service runs in 2 sections: between Brooklyn College and Franklin Av and between Bowling Green and Dyre Av. Service runs in 2 sections: between Brooklyn Bridge and 3 Av-138 St and between Hunts Point Av and Pelham Bay Park. operates between Willets Point and Hudson Yards, westbound service runs along the express track between Main St and 61 St-Woodside. suspended World Trade Center-168 St. Coney Island-145 St Runs via the between Euclid Av and Jay St, then normal route. Some trains also run via the between Broadway-Lafayette and Coney Island. A section along the Culver Line runs between Coney Island and Church Av. Smith-9 Sts-Court Sq / Broad St-Broadway Junction (skip-stop suspended, though express service between Myrtle and Marcy might not be). 8 Av-Halsey St Coney Island-Queensboro Plaza, some trains run via Broadway local/run to 96 St-2 Av. Service runs in 2 sections: between Coney Island and Parkside Av and between Atlantic Av and 96 St-2 Av. Franklin Av suspended (bidirectional track) suspended For most issues, shuttle buses/local buses could work. Metro-North trains will also cross honor metro card holders.

I understand your point, but even so, why should it be the ? You'd essentially be forcing transfers with that proposal. Hypothetically, such a route should be part of a Manhattan trunk line. There's currently not really good options for this, but I have multiple ideas: Yes, you might have to share local ridership along 31, but maybe you could also have some sort of peak express pattern (using the center track) which would work for direct service to/from the airport, stopping in Queens only at Ditmars Blvd, Astoria Blvd, and Queensboro Plaza. Also, like you said, Broadway covers most of the bases in terms of most popular stations. (or some other 2 Av service that runs south of 55 St) could go via the 63 St Line and then connect to the proposed route. Downsides: not really helpful for people that have to go to the west side, takes away capacity from the . A New Crosstown line (34 St, maybe?): Would connect with all most Manhattan trunk lines () and would be a short and fully deinterlined route cutting through LIC. The downside is that it would probably be expensive, and would still essentially force transfers for anyone looking to go north/south of 34 St like how the would. Let's take a look at the option, too: connectivity to the , potentially also ? These are pretty good, covers the bases of Manhattan with services on 8 Av, 6 Av, 42 St, and Broadway. However, it would also be better if the route was an extension of one of those services...

Or just let the do their thing... this is basically the same proposal but on Steinway instead of 31. Also, extending the could increase terminal capacity and there wouldn't be any bottlenecks. Plus, more people would be willing to ride the Broadway line than the especially if you're going to have airport connectivity.

For the in the Bronx, instead of going by Morris Av, I would go by 3 Av for transfers for both the and , then Melrose Av and Park Av from there.

I know your statement is hypothetical, but I'd like to imagine the possibility of how those routes could be split up: I don't see this route getting split anytime soon. Though travel between Brooklyn and the Bronx is better along the Lexington Av line, its overall route is useful and too important since it connects both boroughs to the west side of Manhattan. Reliability could be increased through deinterlining Rogers Junction. Ideally, something could be done with one of the three (Queens) terminals. If we had a Queensway, we could have the end solely at Lefferts and the , going to the Rockaways, share tracks with the Queensway that could connect to the LIRR Main Line/Queens Blvd. Otherwise, Rockaway riders should maintain their express service. Deinterlining the / merge and replacing the with the would increase reliability. The main problem here is the Culver Line, which has been slightly relieved by the introduction of the . Additionally, a extension along Culver could be looked into to allow for more service. imo I don't necessarily think this route should be split since it is basically just used for local coverage along 6 Av and Queens Blvd, otherwise, it is just a shuttle. Perhaps the problem isn't necessarily the length of the route but the circularity? It's essentially a " " situation... of course, could be easily done with designated terminal facilities in Manhattan somewhere along the . : this is the easiest one on the list. Terminate the thing at Whitehall, and allow the / to go to 95 from Broad. You miss out on ferry and WTC coverage, but the stops on Broad St are generally just a few blocks away from the ones on the . Ppl that want to go to "upper" Lower Manhattan/Midtown Manhattan can take the at 59/36 and transfer to the later for Queens Blvd if necessary.

That gave me an idea... it would be pretty cool if someone made a bot that auto-generated comments you'd typically see on these forums, assuming that Rigojefte guy isn't a bot already.