Lex

As opposed to oil companies trying to funnel tax money into their coffers and neoliberals trying to otherwise cut all spending aside from car infrastructure and war?

I get the impression that you really didn't think this post through...

It is. Honestly, I would've posted that elsewhere.

A Staten Island link can come at a later date, but I wouldn't link the two ROWs. (Given that this is a bus-related thread, I won't elaborate here.)

I don't know who you think you're fooling, but the only thing you give a shit about is the Bankers Special. It would probably be easier to count the number of times you didn't try to shoehorn it in (in general, not just regarding whatever GO cavalcade the MTA may have on any given weekend).

No, this is about your hard-on for the Bankers Special, which is painfully obvious by you trying to drag the into the fray (as well as the bullshit underneath the highlighted sentence). Let's not forget that people still have to use this system. Regular service patterns are confusing enough to the average rider and diversions only add to that. Segment/divert things too much without reason and most people will be too put off to even bother riding if they can help it.

That's exactly it.

That's because you're basically assuming that I'm talking about the entire Q89 when I specifically singled out Linden Boulevard.

The primary benefit of Archer Avenue (so long as we continue to do nothing with it) is that it brings IND and BMT service closer to the LIRR station at Sutphin Boulevard. Perhaps it would be better if the continued to Cambria Heights via Merrick and Linden Boulevards while the continued east to Springfield Boulevard or the edge of Belmont Park via a return to Jamaica Avenue east of 168th Street (the Belmont Park alignment would also follow Hempstead Avenue to the county line).

Not to mention that you'd still have to go through airport security at either airport...

The first thing that comes to mind with that proposal is "gadgetbahn". Rather than trying to, say, extend the Astoria Line (hell, it could even continue on to Flushing and take some pressure off the in the process), they decide to build all this extra shit for a ridiculously long connection between airports with far too few stops in between to even remotely justify the design on top of trying to force another JFK Express that shares the same fundamental flaw of not even remotely serving terminals while eating whatever remaining track capacity may exist on needless station-skipping and a possible premium fare.

You're not exactly refuting my point about the Q9A/Q89. As for the QT7, well, all signs point to it being a particularly egregious mismatch between the route's character and which weight class it was thrown in. Between the route's O/D pair, the highly residential nature of its primary corridor, lack of a dedicated local, and the frequencies ranging from little better to flat-out worse than the QT71's, it would make far more sense as a green route than a blue one. Even the QT40 proposal actually had decent stop spacing on Linden Boulevard (average of 1,021 feet, well within the optimal range of 880-1,320 feet, whereas the QT7's stop spacing only dips remotely appreciably below 2,640 feet between Merrick and Guy R Brewer Boulevards).

Especially that QT7, which not only had f*ck all to do with Jamaica proper, but was a joke of a proposal for a basic concept (a bus not tied to Manhattan serving Linden Boulevard west of Merrick Boulevard, a concept that was dropped when the severely underdeveloped Q9A/Q89 was canned) that I didn't actually hate...

I'd be concerned about tunnel width.

That would be a better turning point, as it brings people by Industry City.

Earlier posts have noted that the source is untrustworthy.

That would fall into subway territory, even with FRA-compliant cars. If you tried to use the R44s on the LIRR, you'd immediately notice a glaring issue when trying to board/alight.

Wait for one of those diesel-powered trains to pass by underground, then try breathing.

Perhaps, assuming that the plan is to have it permanently separate to serve LGA at some point. Aside from that, it's not worth doing.

Typically, they're 6-8 cars long (7-car trains are fairly common on trains to/from Connecticut).

And that's part of the problem. LRT and BRT can mitigate some of the costs and connectivity issues by street-running, while using trains built to mainline height and width drastically limits the amount of new infrastructure needed. The subway option is incompatible with either option, thus completely defeating the purpose if it's pushed.

I'm not. Subway rolling stock is far too narrow for freight trains, which have roughly the same width as mainline passenger trains.

I probably should've looked earlier, but it's more than just the cemetery. The subway is also in the way. There's no real need to change that part of the B70.

The B70 doesn't serve that station now. If you're talking about 36th Street, well, you'd have to plow through a cemetery to serve that more directly.

In fairness, they'd probably want Penn Station Access active before any potential Bronx extensions come into play (if they really value any amount of sanity).