Kurtis

2 hours ago, Trainmaster5 said:

The conductor, who is in charge of the train, makes more than the engineer. The opposite holds true in NYCTA.

I've wondered why that's the case too. Why is it that motormen get paid higher salaries than their partners when it is in fact the conductor's train? The conductor has the crucial responsibility of ensuring that passengers safely make it both on and off that train. If the motorman upfront is moving that train in an unsafe fashion, the conductor has the authority to pull that EBV and stop the train altogether. The motorman and conductor should be paid the same rate at the very least. I see it as a cost-saving measure...

12 minutes ago, NBTA said:

Not if the owl service runs every 15-20 minutes, and runs to Jamaica.

There is no demand for there to be buses running back and forth along Liberty Avenue going all the way out to Jamaica at such a high frequency. Like I said before, you're not saving the operating budget by substituting the shuttle train with 24/7 Q112 bus service or these hypothetical owl trips...

1 hour ago, Lex said:

Then just give the Q112 24-hour service. That would be more effective than mere bustitution, especially since it would do something about the branch's range.

Leave the current service pattern as it already is. The shuttle train connecting Euclid Avenue and Lefferts Boulevard is superior to a Q112 running on 1-hour headways overnight. If you miss a Q112 departing Rockaway Boulevard by 30 seconds, you're going to be really tight knowing that you now have to wait an hour for the next one. That's a huge annoyance, especially if you're trying to get home from work at 3:00 AM.

4 hours ago, Lex said:

Then why not simply give the Q112 24-hour service? At least that would be more useful than trying to merely bustitute an overnight shuttle that'll only dive between Lefferts Boulevard and Rockaway Boulevard.

Costs wouldn’t be cut back if you discontinue the Liberty Avenue Shuttle  train and substitute with 24-hour Q112 service.

I rather go directly to Wikipedia’s sources than Wikipedia itself. Enough said.

So I was at the 3rd Avenue–149th Street  Station a few days ago and noticed that the MetroCard bargain squad was camped out affront the turnstiles as usual. It was hilarious seeing that with the emergency gate wide open with the NYPD staring them down on the other side of the tracks.

On 11/6/2020 at 10:48 PM, JeremiahC99 said:

I was thinking of the same thing for the LIRR branches (except for RBB, as the southern portion is already used by subway service). However, there could be some issues with getting bus passengers to use some of the stations, specifically one on the PW line: Auburndale. That station sits at 192nd Street halfway between two major thoroughfares, Utopia Pkwy and Francis Lewis Blvd, the latter of which is served by the Q76. Since it's located hidden away from major areas like Francis Lewis, Utopia, and other areas, many residents and bus riders through the area don't even know that the station exists. This phenomenon also appears at some other LIRR stations, such as Laurelton on the Atlantic Branch, which also is hidden from major streets. In contrast, busier stations are located just off the main streets. For example, Bayside is located at 41st Avenue and 213th Street, which is just off Bell Blvd. Bell Blvd is service by two bus routes from other areas of Northeast Queens, and is easily walkable from the commercial and residential areas of the neighborhood. It is also one of the busier stations on the line.

If they really want to get more people on the LIRR, more will be needed than fare restructuring via OMNY and increased service. Another recommendation is to relocate stations to more accessible areas. The Auburndale station could be moved from its current location at 192nd Street to a better location at Francis Lewis Blvd, where bus riders on the Q76 could easily transfer to the LIRR. Other LIRR stations within the city limits could also be evaluated for such a move.

It’s not so much a phenomenon, as it is the fact that the LIRR right of way in those particular neighborhoods doesn’t align with major roads, which causes them to be inconvenient. Furthermore, the passengers that utilize the nearby Q12/Q13/Q15/Q28/Q31/Q76 aren’t the people who regularly use the LIRR for a multitude of reasons. Demographic travel patterns for those who take the  train and/or NYCT buses is distinct to those who use the LIRR in the same neighborhoods. The people getting off the Q12/Q13 at say, Northern Boulevard & 192nd Street (Near the Auburndale LIRR Station) originate from the Flushing–Main Street  Station, compared to Midtown Manhattan for the people getting off the LIRR at Auburndale Station.

6 hours ago, B35 via Church said:

Yeah, the demand for Washington Heights is simply greater than that of getting to the & the at their respective 170th st stations.... They're going to need to run more service on the Bx13 in High Bridge, considering what's being proposed w/ the Bx18.... Circulator routes in general isn't the problem here..... With this particular proposal however, they may as well have not even bothered with (further) circulating the Bx18, because people are simply going to take Bx13's down to YS to catch the subway...

I see more people heading to the Bx13 for the Bx6 in the future, as they’ll be inconvenienced by having this new Bx18 backtrack to it’s one and only terminal. 

2 hours ago, Snowblock said:

Can we arrest the murderer of T/O Gobles before we worry about the damn equipment? It's evidence in an ongoing investigation!

May that man rest in peace. He didn’t deserve to go down like that in such a horrendous way, especially when he was just doing his job.

I disagree with the new Bx18 routing from the final redesign plan. It’s as if they tried to compensate for straightening out the Bx11, and since the Bx18 is in the vicinity, they just filled in the gap. My thoughts aren’t to render circular lines as inefficient, but the idea in this scenario seems like an attempt to justify cutting corners.