Lex

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Even with the being more capable of handling the Brooklyn leg on weekends, I still wouldn't do it. For one, the also has to deal with two other boroughs, each with heavy loads. Then there's the issue of trying to have trains end about as soon as they reach Midtown on a regular basis (those trains instantly become considerably less useful, along with potential delays by either having a bunch of through-running trains on the same track as dumping trains or shifting the through-running ones to a different track, only to shift them back much later).

Excellent. I look forward to them hitting the streets (especially those XE60s).

That particular stretch of the route has bothered me for a while. Between the timing for the trips serving Cedarhurst and the number of trips per direction, it seems more like it was created for the sake of creating it, as opposed to being there to actually address some kind of need (much like the Q89, though that route could've actually been somewhat useful, particularly when the express buses weren't running). Either increase service on that stretch and make it more regular (and more useful) or can it, but don't leave it in its current form.

Well, that sucks. It's not that hard to imagine, though...

Did it ever occur to you to see if there's one to Far Rockaway?

If we're talking about (yet another) route between Bay Ridge and (at least the vicinity of) Downtown Brooklyn, it would be better off being structured more like, say, the B103. Trying to put it with routes like the x27 and BM2 would cause it to unravel much sooner.

Unless that equates to most working less than 40 hours/week on average, I still fail to see the difference. (Remember, 8 is 20% of 40.)

What does that even mean?

This is only cementing the idea that we have people in the MTA who do care, but lack the necessary power to bring progress.

Unless there are solid plans, they really need to give it up.

Exchanges are free. Buying a new one carries the surcharge.

Yeah, no. Aside from the whole "short-turned local crossing useless express" issue, the is completely superfluous. Considering the lower ridership on weekends, trying to have the and in Brooklyn while the and run at a combined 15 tph is utter insanity.

Nope.

That's a combination of a slope and a curve. The latter is bad, but would be manageable if not for the former (which extends beyond the curve far enough to leave little room between the tracks becoming more level and the tracks breaking away to make room for the platforms).

Did you just take that seriously?

Congrats, you just shot whatever possible gains (none, really) down.

I don't even know how to respond...

I'm not sure what your question is, so I'll say a couple of things. When Clark Street is closed, the runs express along Lexington Avenue and only Lexington Avenue (assuming no work knocks out one of the local tracks in Brooklyn or the Bronx). Since it covers quite the distance (or short-turns at Grand Central or 86th Street) and serves as a third overnight route under these circumstances, it becomes the night express. Under normal circumstances, and trains run their full routes as overnight locals, whereas the is short-turned at East 180th Street (no Manhattan service). During the day, the runs local on its full route, the runs express in Brooklyn and Manhattan and short-turns at Utica Avenue, and the runs express in Manhattan to Bowling Green. It wouldn't be hard to imagine the becoming an overnight express to Bowling Green, but the will to run it isn't there...

That's exactly it.

In that case, we'd be better off altering how the Dyre Avenue Line connects, which could also make a potential local/express swap easier if the ridership warrants it.

If only we could get artics on the route at 24+ bph... Seriously, if the only time I ever rode the Q46 (on a summer weekend with no subway service east of Forest Hills!) is any indication, that route needs more trips and artics.

Self-quote aside, only the MTA can reap any sort of benefit from making those changes permanent, as it means less money needs to be spent. This comes at the cost of weekend ridership, which will only exacerbate the vicious cycle we're currently seeing (especially where the buses are concerned).

You're talking about a permanent change over something temporary (which I have to stress because the is intended to resume normal weekend service in time for September service). And no, the hasn't operated at all for the past few weekends because of the work. In other words, Dyre Avenue riders -- who have constantly been "blessed" with uncertainty over their weekend service in addition to it already being scheduled at 12-minute intervals -- should continue to get the worst possible service. Meanwhile people along Lexington Avenue and White Plains Road will be stuck with fewer trains. (Add in that proposal and Brooklyn ends up being worse off, as well.)

Might as well can it, then. /s Thanks, but no thanks. The shouldn't have to deal with the Brooklyn slog on a regular basis when it's still needed in Manhattan and the Bronx. Sure, let's kill Dyre Avenue, White Plains Road, and Lexington Avenue in one shot...