Lex

I have a very hard time believing that Little Neck/Douglaston residents care nearly as much about that connection as you do. If they cared that much about getting the LIRR, they would probably gun for the Port Washington Branch or Queens Village over Jamaica. The far longer bus trip offers no real benefit aside from having more options in Jamaica to/from Manhattan/Brooklyn, which quickly becomes a wash because that's all it has going for it. Maybe you could argue that the subway connection is worse, but even that has ways around it (ending in Kew Gardens or Forest Hills, the latter having more Manhattan-bound subway options and a Zone 1 LIRR station a short distance from Queens Boulevard). Most people using the existing Q30 to Jamaica are either seeking Manhattan or Jamaica itself. There's no reason to expect this to fundamentally change. There are valid criticisms of the plan, but this ain't it, chief.

I mean, it could be used for a connection to Washington Heights and possibly Inwood, which would add a connection to 207. At the very least, it could make some non-revenue moves a bit easier.

What.

Unless you're talking about the lights being off for an extended period of time (you may see this elsewhere, such as WPR), I'd expect that to be a quirk of things like hitting third rail gaps.

At that point, why even have a bus?

And how would that help?

They've finally resumed southbound service down the West Side in some capacity, though I question if it's wise to do so. After all, they're turning trains there.

I'm guessing that's supposed to say College Point...

That building at 1640 Flatbush Avenue is certainly coming along. (The building does not match the render, by the way.)

And what should be done about it?

I wasn't expecting to be the only person on 793 from Flatbush Avenue to Coney Island Avenue. More generally, I wasn't expecting the bus to have so few passengers. I guess that's what New Year's Eve at 2-3 pm does to the B11...

Neither. I'm talking about the railroads' ticketing setups.

Yes, because the current system is so much better. /s

Maybe you haven't noticed, but sedans have become substantially less common as of late, and the ones that remain are more likely to have design choices similar to the SUVs and pickups that are displacing/replacing them (larger, boxier engine bays). In addition to dropping visibility, these front ends combined with the increases in mass make these things deadlier for pedestrians than before. Since you don't want congestion pricing, why not push for a massive expansion in (good) bicycle infrastructure alongside improving public transportation? Actually providing meaningful alternatives to cars will drastically cut the incentive to use them, which is crucial for sustainability.

Chances are, if they can't afford to drive to/from work with congestion pricing, they can't afford to drive to/from work without it. Cars are inherently massive liabilities.

Well, this is some bull.

Chances are, nowhere. All they'd need to do is buy compatible locomotives.

It's amazing how they backed off the Q10/Q64 merge but still thought it wise to stick with that unholy route combination. The only hope is that the proposal is still in there because of the Brooklyn redesign.

Then explain how trains are supposed to get past another train that got stuck over a switch involving the very track you proposed having them use.

Need I remind you that one of the problems the R179s faced was a link bar failure?

You don't read very well, do you?

There was probably a good reason for that.

Still chomping at that bit, I see...

Electric motors are good for that.

Maybe this could've been mitigated if the routes were generally scheduled to be twice as frequent as they are, but they insisted on capping frequencies at every 30 minutes with these (generally) long routes.