Lex

You're up in arms about something inconsequential at worst. (Announcement length doesn't impact dwells, and while some know where they're going and how trains normally operate, not everyone does, especially since maps can be confusing to some. This is the main reason why the MTA didn't go forward with the shorter announcements, though the fact that very few R142s had them did nothing to help.) This has everything to do with personal wet dreams.

So it's less about benefit and more about personal wet dreams. Got it.

Look at the Overground...

Yeah, no. Those fools couldn't be bothered to give a shit about quality work.

The only thing I can even say at this point is to check the schedules...

Realistically, who benefits from going through with this? While the is rather oddball, most cases of mixing involve reroutes or stations being renamed/added. Of course, we could always just have Velina Mitchell rerecord everything...

Do you even need to ask?

Do you even ride these things or consider the areas they pass through? Nostrand Avenue is damn near close to dead on weekends (certainly not enough people to justify current service levels, but nothing can be done about that without needless branching), but rather busy on weekdays. If you don't believe me, just look at the . The is still a thing mostly to allow the to short-turn in Brooklyn and handle the weekday loads that the is unable to handle. The bulk of these proposals either overserve (Brooklyn is in no position to require 12 trains at any time) or underserve (6 tph during the day and 4 tph during the peak? Really?) the route. The Bronx also gets shafted, and not just because of the loss of Lexington Avenue service (a poor move, given its popularity and the market difference, but I digress). At present, people up there get trains that run fairly frequently during most hours (with the exception of Dyre Avenue on weekends). Under this, not only does weekend Dyre Avenue service not change at all, but WPR in general loses a good number of trains (capped at 14 north of East 180th Street and 20 south of there, down from around 15 and 25 for the same sections, while weekends drop from 12.5 to 10 and days drop from a conservative 15 to a hard 12). Basically, this is great if the plan is to tank ridership and cut costs...

Hell, I wouldn't be surprised if the turn radius negatively impacts posted speeds in the tunnels just to keep the 75-footers from slamming into the walls...

This is what I'm talking about. (I deliberately placed no relevance on anything south of Canal Street, as the next express stops are in Brooklyn, well out of relevance to all but a handful.)

I can't say I agree. Those cars command longer dwells just to handle the same number of people, and with Second Avenue being a hit with just three of all planned stops, the last thing we should be doing is hampering commutes just for that. (Ideally, we'd have 60-footers for all non-IRT operations, but it'll still be a while before we even remotely reach that point. In the meantime, the R68s 75-footers should be kept off of Broadway except in a bind.)

This whole story is ridiculous. It's a good thing he was arrested.

Going off on a different tangent...

Honestly, people making lewd comments to the drivers over ads for that museum says more about the maturity of those people than anything else...

Several things about this tell me that you're not familiar with the infrastructure as it currently exists. For one thing, the has to switch directly in the 's way just to turn at Utica Avenue. Another is the entire Broadway proposal. Then there's the attempt to split the between two branches in the Bronx while retaining a bastardized , which grossly overestimates the capabilities of the infrastructure in Brooklyn. I won't even get into some of the other problems with this...

I wasn't even considering that, as the stretch from Canal Street north is actually pretty short. It's practically enough to render any time savings meaningless.

Where are you getting this from? They were considered for express service for the same reason many agencies opt for articulated buses on local routes (and the rush Bx6 local here).

Kicking off the service change rather early, no? *shot* In all seriousness, I hope that wasn't some sort of suicide attempt.

Huh, the must be chopped liver... To your actual question, I have no idea. Perhaps it's because people don't want to feel forced into either stopping at every station or making a transfer, even though the time savings and variance of coverage work out to being minimal at best. (Unlike some other areas which actually do see benefit in an express and a local in spite of how poor the tracks are set up, Astoria can't feed into anything other than Broadway, which has a pathetically short express run.) Personally, I'm more concerned about consistent service patterns and actually fixing issues that make providing more reliable service (or, in one case, any) difficult, along with filling gaps sensibly.

Welp...

In general, the express buses have the unfortunate image of being for those with money, which is not helped by the neighborhoods they typically run in or the much higher fare needed (to say nothing of the fleet).

Nope. West End's ridership is more sporadic and generally favors the southern end (while still having difficulty matching normal Sea Beach, mind you). That's one factor in the / change in 2010. (That was on top of not going where people wanted, but that's another story for another time.) While it's true that this is a missed opportunity, it also means that those trains to Bay Ridge won't be stuck doing the local stretch north of 59th Street on its own, and having the serve as that second route will address certain issues that would otherwise come up with improvements in Queens to address why the was shifted (back) to Forest Hills in the first place (along with other deficiencies up there).

Clearly not. This isn't the first separate thread by this party that could've just been part of that thread.

I'm not typically one to defend the guy, but you just lied about what he said. At no point did he imply (or explicitly claim) that physical limitations prevent them from running on the local routes, only that Hale lacks the intended service type for the buses.

Nope. Think literally every other LFS/A we have, along with the rear doorways on NICE's Xcelsiors...