Lex

Because there definitely aren't any other things that can possibly offset this, such as extending platforms or running more trains, I guess. If you're that adamant about it, I guess something akin to the Stadler KISS could be used.

Why?

At what point?

That's not right. You have to go up in order to reach the shuttle at all from the IRT, only heading down any stairs if you're trying to reach Brighton. Perhaps things are a little different in relation to the line further east, but that doesn't change anything. As for flattening the IRT ROW, I'm not seeing how the topography is an issue that would severely complicate construction. Eastern Parkway itself doesn't have a significant grade shift between the northern and southern sides, unlike everything past it on either side.

For one, rolling stock availability.

I'd like to point out the reason for Eastern Parkway's setup under its namesake. The actual width of Eastern Parkway isn't the reason for the tracks sitting on the south side, but the trees dotting the northern median strip. In other words, functionality was inherently thrown out the window in favor of street-level (stroad-level?) aesthetics. In addition to being a needless roadblock for branch design (to the point of being a significant factor in my opposition to feeding Utica Avenue into Eastern Parkway), it actually makes reaching points north of Eastern Parkway and the local stations east of Franklin Avenue needlessly daunting. Thankfully, potentially flattening Eastern Parkway can address this, though construction would still require some level of disruption.

I don't doubt one of those two things will actually play out.

That wouldn't be surprising. Going forward, we should probably extend the current platforms to adequately handle 4-car sets.

I did mention Jamaica Yard for a reason. If the had all trains come from Brooklyn, the Bronx would be stuck without southbound service on the route until about 7:30. Even with deadheading, trains would have to leave Coney Island in the middle of the night so they can be in position well before the first train is even ready to depart. That's a lot of dead mileage for no reason, hence the use of Concourse for storage.

I mean, you could look at the schedule or, if you have time, pass by Jamaica Yard.

That is easily the best performer between Jamaica and Broadway Junction. Getting rid of that station would be beyond stupid.

If so, that professor's never been to Fulton Street.

What a mess. It should go without saying, but I hope no one was injured.

Even if they did, that's a grand total of five buses.

Clearly, you didn't read much of any of that reply. Let me point out that in recent years, the subway has dealt with married pairs and mere units assembled to form trains in addition to linked sets. If the subway and its significantly more demanding environment can make the transition, why can't the railroads?

That was 145th Street. Closing 135th Street would be beyond stupid.

That requires thinking there's more to NYC than a subsection of a subsection of Manhattan.

Man, that sucks, but at least it was found with MoW equipment and not a revenue derailment. Off-topic, but I really wish the Track Geometry Car (among other powered MoW equipment) would strictly use electricity instead of diesel. It gets really hard to breathe whenever it passes through. Perhaps that'll be a future development.

Huh, I guess it worked. Do you recall what happened to Broad Channel after Sandy hit? Maybe you could talk about what happened in Port Washington a little under three years ago? Is the Hudson Line protected by some magical barrier? If flooding had really been such an issue for electrification, it would be an issue for general train service, and neither the Port Jefferson nor Montauk Branches would be safe from that, to say nothing of the aforementioned Hudson Line.

Those fumes aren't good for you, you know.

The first one comes down to will. I was born less than a decade after the stretch between Hicksville and Ronkonkoma was electrified, and east of Farmingdale, this stretch was merely single-tracked with sidings. The latter project was only somewhat cheaper than the last estimate for electrifying the rest of the Port Jefferson Branch, but finishing PJ electrification has never been considered a high priority, hence the lack of investment for the last 40+ years. Oyster Bay also has a short electrified portion and that's it, yet it's almost entirely double-tracked, which is insane when trains almost never run more frequently than every 120 minutes. The third is hardly surprising when you lack the ability and/or will to provide even remotely better service, which is a common issue with diesel service, as they have (at best) mediocre C3 availability and laughably poor locomotive availability, hence the lack of service east of Ronkonkoma and along the aforementioned Oyster Bay Branch (which is further influenced by the flat junction in Mineola). This and the above create a negative feedback loop that could be addressed with greater electrification and a fleet expansion, among other things. The second one is absolute bullshit. Diesels emit far more particulates than electric trains and require a far more finite power source with inherently terrible efficiency (internal combustion produces plenty of waste heat in addition to those aforementioned particulates).

In that case, you are beyond help.

And how is it not?

So you have no issues with outright lying to people. Good to know.

I couldn't help but notice they mentioned the Q82 on that diagram. I also couldn't help but notice the lack of the Q54, Q55 (same reason as the aforementioned Q82), and Q56 on it.