Lex

Thing is, East New York has exactly 0 runs...

That only leads to two conflicting pay formats, which is my issue with the B82 SBS at the Rockaway Parkway station.

Republican "talking points" on climate change are nothing more than that. There is no debate to be had. Now that that's out of the way, there are corridors that still don't have SBS (or true BRT, though we don't have that anywhere in this city right now) but have enough potential to benefit. Some that come to mind are Third/Lexington (the M101's leg up 10th Avenue and 125th Street certainly does no favors), Concourse (the Bx1 is a drag), Flatbush (especially baffling, considering the B41's history of failing to meet demand), and Parsons/Kissena (the ridership may not be as high as Main Street, but it's certainly no slouch, and this is keeping the relative proximity in mind).

Perhaps it would be wise to choose your words more carefully, especially if you actually do these things (you shouldn't, but there's only so much I can personally do)...

I have an idea that plays off of one that others have expressed, but I'd rather not discuss it in the subway section...

All the more reason to keep a route that doesn't have that much strain on it by itself at that yard. (For anyone who would like to dispute, the strain on the is because of strain on the and . It doesn't have a base nearly as large as what most IRT routes have.)

Chances are, it's diarrhea. Don't even bother.

Miami went to Hitachi for new cars pretty recently. As for the article itself, I'm not surprised that profits were down. Between the trade war (thanks. Trump!) and Bombardier's questionable handling of some of the more recent orders (yes, that's partially a jab at the R179s), what were they expecting?

If Tomlin's departure is any indication, Byford's team may not last for much longer.

I do. It's basically why the stopped running east of 71st Avenue only a few years after it started. You would've been better off seeing the station for yourself before saying that, considering where the crew rooms (yes, rooms) are located. (The layout also makes running the existing 18 trains quite the adventure.) Technically, they can have trains depart from either track, but it's easier for people to know which train is which based on the track. Why run two Bronx routes in a manner where they hardly support each other, and why do it with Lexington Avenue? For that matter, why inundate those stations with more trains than they need, and why not focus on providing more support for Bronx ridership? In Brooklyn, service up the West Side is largely an afterthought for riders, yet the Bronx is rather starved. We don't have any half-decent places to short-turn trains so they can serve Manhattan-Bronx ridership more effectively, and merely running more of them only addresses the issue of merely serving the Manhattan-Bronx ridership. Have you actually seen how a Lenox-180th/Unionport/239th move would look? It's not pretty, and without some sort of change to the track layout, it'll remain horrifying. We can also forget about a good chunk of existing service and probably those two stations in Harlem. (Before anyone tries to claim yet again that the MTA wouldn't dare to do anything of the sort, just look at what happened with the Queens draft, especially with the Main Street buses and the Q53.) You'd be able to achieve that now by having better and timing at 149th Street and not having trains to/from Brooklyn use the middle track.

The site's not a toilet.

In what universe is this okay?

Why?

You address poor infrastructure by either fixing it or replacing it. Shuffling the deck chairs doesn't do that. With the existing design, any connection to the line placed between Franklin Avenue and Ralph Avenue would be forced to a single pair of tracks, as we see today. Moreover, we don't even have a remotely decent place to turn trains in Manhattan (for all its flaws, Bowling Green has at least some means to turn trains without stranding large crowds), and nothing serving Lexington Avenue should be stuck with more than they're currently dealing with between Franklin Avenue and New Lots Avenue.

Because we totally shouldn't address the IRT's inherently poor planning skills...

I was referring to Breezy Point...

That's your metric?

If we are, that'll make 336 cars, enough for one more 8-car train and one more 10-car train. Chances are, you saw the 18 that were already added as some form of compensation for the gross incompetence.

Out of sheer curiosity, how difficult would it be to retrofit certain depots with multi-story garages? I think depots like Flatbush and Ulmer Park could benefit from them, especially when facing situations like this. I can't help but wonder about that...

True...

The proverbial gate is west of Beach 169th Street. It's more akin to the situation the B36 and B74 face, with the only difference being the lack of a physical barrier to the entire thing (and the stops not being adjacent to it, proverbial or otherwise). Hell, neither the Q22 nor the Q35 actually go up to the gate a short distance west or the checkpoint well beyond that. NST bus service is limited to the QM6 and QM36, and they're given the authority to pass through the gate to reach their stop(s). Edgewater Park has a similar setup, albeit with a local route in the mix.

There's a difference between a stop on the edge and any number of stops within.

What.

At least they didn't try this with the old design...

Because the people there totally want big, noisy buses on their property...