Lex

That would require much more pull for local service, and I honestly doubt that shuffling the deck chairs to get Broadway off of Queens Boulevard and onto Fulton Street will do much to change that.

Because the M35 is somehow useless. Of course, the fact that such a short route even has the ridership to justify articulated buses is completely overlooked with that "analysis"...

Not to mention that Fulton Street's width over there would make mixed traffic more of a nightmare than further east on the same street...

I never said I would close Main Street for this.

Unless the space between the two stations is one of the places you mentioned, it would seem the implication went way over your head.

If you ask me, we have a bigger issue with the utter lack of a facility to handle the sheer number of buses terminating in Flushing, and establishing one would require eminent domain and the possible closure of a couple of streets. Obviously, that wouldn't fly over well with anyone.

How, exactly, did you arrive at that number?

Don't get your hopes up.

If the goal is to reduce bus traffic in Flushing, forget it.

Honestly, I can't see any plan that sees some notable reduction in bus traffic in Flushing working out. (To make matters worse, all of those proposals ignore the impact from cars, which make up the bulk of street traffic.)

That's not even getting into it being more expensive than the Q48...

Yes, the totally needs to meander over to Reads Lane just to serve a grand total of one person. There are useful proposals, but that's definitely not one of them.

What did I just read?

Yes, and run the risk of backing up Broadway Junction itself. Since we're talking about sending a route that's already serving Downtown Brooklyn over there (and without its counterpart, to boot), we're also talking about having more buses run behind, and all to stroke someone's ego. While we're at it, let's talk about just how far away Broadway Junction is from the relevant parts of Liberty Avenue. It's not. Yes, it can be difficult to reach (thanks, planners!), but there are already several access points to that area from Liberty Avenue itself. In addition, Alabama Avenue is a short walk away from Broadway Junction itself. I also want to point out that the last sentence in my previous response was meant as a warning to watch what you say regarding what you propose, but it's rather obvious that it didn't register, as "god" was more clearly referenced.

You literally don't need a bus on Liberty Avenue just to serve Howard Houses, and there are better ways to connect with the B20 and B83 than having a route that's alreay serving Downtown Brooklyn via an unspecified route north/west of Grand Army Plaza (and that's assuming there's even a significant number of people clamoring for that connection in the first place). I also don't think I need to tell you about how your statement reads.

What is the obsession with that part of Liberty Avenue?

It's in the works. (It was actually supposed to start in a different form, but Cuomo suddenly decided that he and a bunch of deans with little field experience knew better.)

I can't help but wonder how someone managed that.

I was actually talking about attracting more ridership south/east of Forest Hills. Derp. I actually want to shift gears and talk about some of the maintenance and dispatching issues (since I'm obviously not an express bus rider, I'd rather not go to the thread you started). Since both tenets seem to suffer especially badly at certain depots with both local and express routes (Yukon, College Point, Ulmer Park), do you think it would be worth looking into getting depots dedicated to express service (with substantial storage space and maintenance facilities, unlike present-day Meredith) built so those depots with local routes can focus on supporting just those routes?

Perhaps more could be attracted with a fare closer to the local bus and subway fare. Of course, given the expense of operating the service (getting the buses moving will help, but that alone is insufficient) and the possibility of some feeling like they may stick out too much (they may perceive the express routes as being for elites, even though that's not actually the case)...

That was before the area was developed. When most of the land was sold, the yard shrank to its current size. It's bad enough that Coney Island is prone to flooding. Lenox isn't even open-air anymore, and it's closer to the Harlem River than Jerome is to a reservoir. Moreover, I can't even be certain that there's enough space to even perform maintenance, to say nothing of being able to make service and provide spares. Bear in mind that there are only 22 tracks left for the yard itself, not to mention that a train going to the yard would have to end at 135th Street (northbound only) in order to avoid potential conflicts between northbound and southbound trains, as well as allowing people in the rear half of the train to disembark. That runs the risk of delaying 2 trains in both directions, as northbound 2 trains would need the train to move before entering the station, whereas southbound trains need to cross the northbound track.

Of course Dyre Avenue riders get shafted...

I hope there's nothing wrong with them. The last thing we need at this point is to have more delayed deliveries.

Basically, what I'm wondering is if the current policy of mutual closed-door service and bus platforms with little to nothing in common with the local fleet's platforms is actually sustainable. Based on the fact that people have been talking about the MTA trying to cut it, I can't help but suspect it actually isn't. (I really don't want to believe that, but even with better ridership numbers, it would still be rather expensive to operate.)

I'm no fan of the current setup of the Eastern Parkway Line between Franklin Avenue and Utica Avenue. I would honestly prefer reconfiguring that entire stretch into a more traditional setup. Aside from facilitating a better connection with the Nostrand Avenue Line, it would also come with a larger relay area that directly connects to both the express and local tracks. By doing this, we would be able to avoid trying to reinstate bad practices (awkward deadheads to yards that run the risk of significantly crippling operations of other routes) and make short-turning at Utica Avenue easier for local trains.