Lex

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...

Well, I recall seeing at least one video (from within the past few years) of one on the S42. I think this was an actual conversion, as the route isn't exactly known for its ridership, something that hasn't changed much from the days when I had family in Central Islip.

For the most part, anyway. (They kept them in service for the peaks and that was it, at least until the trucks were replaced.)

That's hardly surprising. In general, the Waterside branch has far more going for it (in addition to the development itself, there are schools, medical facilities, a theater, and more residences), whereas the only thing of note on the Ferry Landing branch is, well, the ferry landing, and that's not exactly hard to reach from the Waterside buses.

Great, so why use those arguments? Hell, remove the elevated line and you've removed the only real difference between 86th Street and, say, Nostrand Avenue.

It's an ad campaign for Awkwafina's show on Comedy Central. If you don't like them, take solace in the fact that it's only for one week.

Hi. Have you taken the Bx9?

Depending on how everything's set up, it could allow for easier through-running (though I honestly have very few ideas I remotely approve of in that department, considering the rail systems on both sides of the Hudson).

That depends on whether or not Kawasaki is even willing to take on more orders.

R211 is an umbrella term for all cars built under this contract. The exact names depend on the design and purpose.

If he really wants it, he'll have to go all-in on securing the proper funds for operations in order to support that sort of move. We can't even talk about securing the proper funds for operations under the prices we had literally a decade ago.

Now that you say this, I can't help but wonder if these would've been similar to whatever we would've seen without the conversion. Considering it's the MTA...

Well, there's the issue of the doors being wider...