Lex

At that point, just kill the damn thing and put it out of its misery.

Who ordered the apples and chalkboards?

If people could actually get there fairly easily by bus, I have no doubt you'd be able to establish a decent base. As it is, people who don't use a car will probably have to hoof it to/from 39th Street or the subway (in part) because the B37 hardly exists.

That's Industry City, which is actually a shopping center. The section of 39th Street west of 3rd Avenue is nothing more than a glorified turnback for the B35 and especially the B70. At the same time, it's much too far away from the venue to actually be particularly useful to people with good hauls (as one example, someone who just scored a bunch of PC components for a new build at Micro Center).

I get the impression that you rode this route fewer times than I have, which is exactly once. As for the B53, the existing proposal is bonkers. Your proposed addendum will do it no favors.

On the Remix map, someone suggested having the B69 cover Union Street instead of running down 7th Avenue (more or less with the implication that the B67 would regain the frequency it lost to the B69). I'm not necessarily agreeing with it, but I do find it interesting. Regarding this, I'd propose either a bridge along Sackett Street across the canal or a modification of the nearby section of Union Street for bidirectional bus traffic as a prerequisite for restoration of service over there.

You mean the section of Avenue J west of Ocean Avenue? That's not being covered by the express side. Also, have you actually seen how Avenue K interacts with Flatbush Avenue? It's basically a worse version of Glenwood Road and Flatbush Avenue.

Given how little the BM2 has in common with the others, I'd run the BM2 on Sundays well before the BM1, especially if it serves the Spring Creek Towers.

That pretty much sums it up.

I would expect no more from Eric Adams.

But the train ends at 137th Street...

delete

Is Rector Street not an option?

Just stop. We all know what you really want. We also know it would be insanely unattractive, as all iterations proved to be either under highly unusual circumstances (and quickly reverted with little to no ceremony) or duds, particularly after the rise of Midtown.

The fundamental issue is how the ROW is designed.

Given that the entire development was built on still-settling landfill, anything going there would really need to be elevated, anyway.

That was a later development, not one from inception.

That comes off as seeing the NYPD as far better than it actually is. I wouldn't expect a former cop to do anything about the NYPD's antics, especially since he was once a member.

I seriously doubt it. Assuming it's even possible to go there from the east-of-Jamaica Montauk and Atlantic branches, it would be an insanely tight squeeze, particularly with all of those eastbound and terminating trains in the vicinity.

The also sees good loads in Manhattan and the Bronx, along with decent loads in Brooklyn. To be completely honest, I'm of the opinion that the can do well with just the R142s, though they'll need to be retrofitted beforehand. The and have so many of them that retrofitting all of those cars first will be the easy part (and would allow easier swaps between the and if necessary).

I'd honestly consider the fare (which is entirely separate from anything else) and stubbing outside of Downtown White Plains to be far more damning than the frequency or lack of branches.

I really hope it's either a case of mixing up the times or bungling an attempt to state that Astoria service will run every 15 minutes while the rest of the trains will short-turn in Manhattan, much like how weekday service ran while the was sleeping. If it's neither, then this'll be a real shitshow.

That depends on staff levels. I get the impression that the subway is expected to be short on staff that weekend (compared to what we've often seen, anyway).

All the more reason to do it and get it out of the way. The longer we sit on it, the more painful it'll be.

That's what happens when you design the infrastructure to preserve street-level aesthetics instead of something more robust and functional. At this point, no one seems to be willing to change the infrastructure to something actually reasonable, even though doing so would allow for designs that permit both easier rebalancing of train throughput and a way to allow people to reach homes/businesses north of Eastern Parkway's main road without having to cross in front of cars on said main road, especially if they have some form of mobility impairment. Speaking of poor designs, I'd really like to bring up 142nd Street. Instead of proposing a flying junction with southbound trains diving under trains, they thought it better to have northbound trains dive under southbound trains, which is painfully stupid of the contractor. I won't even bother talking about the and . At this point, I believe I've made my stance on proposals like the ones in this study clear.