jammerbot

I just want to add some thoughts re: the conversation as to whether or not the MTA should be free. It should. Public transit, much like public education and other public services, was never meant to generate revenue. Now, the concept of fairbox recovery is a useful one, but consider what the NYC metro area would look like without the MTA. The entire economy would be shocked and shot. There's another form of public transit we don't talk about: roads. Most roads, which have the same utility as our busses and subways, are not tolled. Only the roads that are exceptionally expensive to maitain such as bridges and tunnels are tolled (analogous to railroad and express busses). This sort of connects to the discussion on congestion pricing. When our city imposes a fare on the most economical, environmentally friendly, and efficient way to move people but subsidizes the least economical, most environmentally costly, and least efficient way to move people, it sends a message about our city's priorities. I would like to live in a future NYC where public transit is the logical default, and I think that would involve either a zero-fair scheme or an equivalent (if not costlier) fare for vehicles (and yes, I understand that drivers have to make car payments and insurance payments, but that is one of the downsides of not choosing the public system). Tl;dr: Economic policies can spur or deter behaviors. If we want to see a healthier, friendlier, and more pleasant NYC, we have to begin envisioning an MTA without fares.

Yes, this is a good idea, especially considering how much use the Q52 and Q53 get. However, 36 has so much focus in this forum right now, because the conversation with QB is focused on deinterlining.

What a cool idea! I have nothing to contribute, but I would like to bump this post.

Makes sense! 36 St should definitely be an express station for that reason. Also, I never heard of this DeKalb Fulton connection proposal. How long has this idea been circulating?

Sorry, out of the loop, what is the issue with how the QBL-63 St connection was made? Thanks!

Interesting. Why did they turn at Hewes and not Marcy? I assumed that in a situation like this, they would use the switches east of Marcy to turn trains around, making their last stop at Marcy.

Random thought: how intensive (labor-wise, engineering-wise, cost-wise) is it to add more switches? I was looking at the track map and wondering why there aren’t switches north of Bay Parkway on the West End, but there are switches south of the station. Local to express switches just north of the station would allow for easy short-turns via the center track, which would allow for more service, for example.

I’ve found some success on MS Paint if you have microsoft and patience… lol. No expertise on Photoshop specifically, but I think Illustrator is your better bet if you are trying to make maps and system diagrams

My thought to address exactly this is to have the southbound trains drop out after Ave X. You can't really insert a northbound train before Ave X without introducing a nasty at-grade crossing. Side note: why is it that some of the most poorly planned parts of the system tend to be BMT? Or am I wrong and there are examples of shortsighted IND planning?

Oh wow! Are there any pics of it around?

You posted this on the photos sub-forum, just so you know! There's a relatively lively discussion about the -to-the-sea on the Random Thoughts page of the main Subway sub-forum.

I’ll take the hypebeast L over some of the other wraps ive seen before

Interesting. Maybe having a few s run down Culver to Coney Island-Stillwell and also running these select trains on the Queens Blvd Express to Jamaica-179 St can not only prove the s usefulness but also ameliorate some of those issues at Church Av? You don't have to do both, of course, but I think it would be a helpful addition of service.

I tend to agree. The being unreliable is a self-fulfilling prophecy when the route is truncated and the headways are long and the sets are short. I would love to see the MTA pilot a rush hour special version of the [perhaps signed up as a diamond G rather than because the riding public is currently more accustomed to diamonds than double letters (however, the diamond is strictly used to denote express, so we wouldn't want to confuse people that way either)] that runs from Coney Island-Stillwell Av all the way to Jamaica-179 St or Jamaica Center (to avoid worsening terminal issues at 71 Av).

Ah, makes perfect sense now, looking at the track diagram. I wonder why they built the junction that way. You don't really get that much more flexibility by having the make the ridiculous curve just to meet up at Grand Concourse. Let's say it was instead built at a nice gradual curve to meet up with the at 3 Av instead. You still have ample opportunity to transfer to the . The merge at E 180 does look problematic, but could you elaborate when you get a chance? I'm curious what specifically is the issue there.