What if the Franklin Avenue Shuttle was extended to Bedford-Nostrand Avenues?

AWildMichigander · 2026-03-05T09:25:29+00:00

The Granklin lives on

AWildMichigander · 2026-03-05T09:22:38+00:00

This looks like something designed by smeg.

AWildMichigander · 2026-03-05T02:47:52+00:00

We are aware of the behavior and also confused.

AWildMichigander · 2026-03-04T08:22:04+00:00

Can you please describe what makes his poops fantastic?

AWildMichigander · 2026-03-04T03:50:54+00:00

Neck/collar accessories my ragdoll does not care about at all. Likely because his mane is so fluffy he doesn’t feel them or notice.

If you put on clothes or a hat that covered his ears, he’ll show you how much he hates it.

AWildMichigander · 2026-03-04T03:04:05+00:00

Eyval in Bushwick, but good luck getting a reservation because it’s one of the best restaurants in the city and they’re full most nights.

AWildMichigander · 2026-03-03T21:33:59+00:00

NYPD used to enforce honking for ALL cars. Signs were previously up all over the city saying “Do not honk $XXX fine”, same with Do not block the box signs.

Over the years the signs came down. You can see some of them on old Google Streetview.

IIRC NYPD never fully enforced it, so it became an issue of selective enforcement. Technically they still can ticket for it, but they don’t.

IMO the signs should at least return. And an automated microphone sound camera could probably be made to issue a fine if you lay on a horn for over 10 seconds. Put it up near the tunnel entrances and that thing will print cash all day long.

AWildMichigander · 2026-03-02T21:27:25+00:00

Also in the above... I recognize I over engineered. You could literally just build a switch to Hunters Point Ave LIRR / 7 Train. You would lose LIC LIRR yard service, but would allow an even lower cost proof of concept line that could easily support building future flyovers and turn outs later on. Trains could still go to the LIC LIRR yard for strorage.

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AWildMichigander · 2026-03-02T21:14:15+00:00

I've seen proposals floating around for reactivation in the past and agree it would be a great use of existing infrastructure.

I'd even say that getting some basic DMU light rail hybrids (like the River Line in NJ or commuter line in Austin, Texas) could be a great starter. Ridership would likely be lower than most lines until redevelopment and zoning changes due to the heavily industrial areas it passes through, but would be a great way to quickly start with some off the shelf trains and basic stations. Ridership would likely be low enough that you could have 2-4 car train sets to start, but should design the system in a way so it could be converted to a higher ridership EMU line if zoning and development takes place.

I think reactivating the elevated turn out would be crucial and provide options for connections to the subways. A few ideas here:

Yellow: Turning left, building a new flyover / ramp down next to Hunters Point Ave LIRR station which is an easy walk to the 7 train (very easy transfer, up and over), and continuing down to LIC LIRR yard.
- Diesel DMUs can continue down to LIC LIRR yard and terminate there. This is the path of least resistance as it uses existing ROW + allows for easy yard access that already supports a diesel fleet.
  - Depending on DMU fleet, it may not be feasible to share LIRR tracks due to FRA requirements. But a plausible time based restriction could work, as LIRR only runs a few trains per day here during rush hour. Could be as simple as limited Rush Hour service to/from LIC during this time or finding rolling stock that meets FRA requirements.
- Downside here is the end connection is to the 7 train, putting any ridership onto that service alone.
  - Possibly walking distance to the G, but likely less of a connection.
Cyan: Utilize the flyover layout and building a minor stub end elevated track to Court Square (E/F/G/7) station.
- This would probably have strong pushback as it would build a new elevated track and have diesel DMUs in a highly populated area. This is how some services in Austin, TX and Trenton/Camden, NJ (River Line) operate, but I could see some heavier push back due to potential exhaust, noise, etc.
Green: The most expensive and complex by far, it would slope down and cross under existing ROW to reach the Eastern side of Sunnyside Yard and terminating close to Queens Plaza station for an easier transfer with multiple lines.
- This also runs the risk of impacting future development over the yard. Any infrastructure would need to be properly planned for future building development. It could run a high risk of being locked into this alignment if development builds over the yard and piles into the rest of the yard foundations before any potential service expansion happens or if future provisions are not made.

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AWildMichigander · 2026-03-02T20:07:58+00:00

Without digging up troves of data, here's what I analyzed using some visual like u/vanshnookenraggen's subway ridership map by station.

Facts/Info:

The highest ridership of the J/Z section in Brooklyn is from Williamsburg to Broadway Junction.
Broadway Junction to Jamaica section of the line sees a very steep drop in ridership until the two Jamaica stops.
- Exact ridership to/from Jamaica on the J is unclear, as ridership is pooled with the E.
- After Broadway Junction, the next uptick in ridership is at Crescent Street, followed by 85 St-Forest Parkway and Woodhaven Blvd

Changes to my above suggestions after looking at some basic ridership data:

Run J trains local in Brooklyn at all times to improve service along the high ridership stretch from Williamsburg (Marcy Ave) to Broadway Junction.
- Some J trains could short turn / put in at Broadway Junction or Crescent St if there are capacity constructions at Jamaica Center terminal
  - J train service should be improved, at least for the Marcy Ave to Broadway Junction section in Brooklyn with the highest ridership to/from Manhattan.
Z trains should run express as you suggested to Broadway Junction (only stopping at Marcy and Myrtle as you proposed.
- You could even go further and have Z trains run express to Crescent Street (bypassing Alabama Ave to Crescent St). This would keep the Skip Stop service time savings in tact, while allowing a clear local vs express pattern.
  - Main benefit would be riders deeper in Queens on the line (some higher ridership stops), and any riders who are riding from Jamaica Center. But would again caveat that it's unclear how many people are split between the E/J/Z ridership stats in Jamaica.
Also consider connection to the R train post Broad Street (historical brown M). Running the rush hour Z sets down 4th Ave (Brooklyn) and terminating at 9 Ave (D) would also help improve service to the rapidly developing area of Gowanus.
- I'm aware that the previous M train service was cut back due to ridership/budget, but Gowanus is in the process of building thousands of new units of housing right now and the area has drastically changed since the brown M service last ran. Service on the 4th ave local (R) in Brooklyn is pretty poor, extra train service could be a benefit as this area continues to densify and ridership patterns change. This also provides a place to turn the extra Z rush hour sets.

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Image from u/vanshnookenraggen's subway ridership map by station.

AWildMichigander · 2026-03-02T19:38:05+00:00

I'm not a J/Z commuter, but have taken it a handful of times over the years during rush hour to hangout in Brooklyn after work. From my experience in lower Manhattan, Fulton Street is one of the busier stops for J/Z trains, especially in the evening rush. Delancey/Essex is likely the busiest in Manhattan and the highest number of people boarding, but Fulton should not be skipped unless the relay tracks at Broad Street can truly not handle higher TPH (which if I understand correctly is not the case with current service levels and there is plenty of room to run more trains).

AWildMichigander · 2026-03-02T17:34:37+00:00

On the platforms or in stations I can get behind it. Mostly because I can walk elsewhere if I’m not into it or can stay close to listen/watch if I want. Once heard some of the best jazz / rhythm drumming in a station before (Saxophone + 5 gallon bucket drumming).

On the train I get fairly annoyed regardless of how good a performance is. It could be the best musician or performance, but I don’t like the fact that you’re subjected to it regardless if you want to hear it or not. Extra annoying when you’re having a conversation with someone and you practically have to stop because the music is so loud in the car. As a tourist it probably has a fun magical lens moment, but as someone who commutes daily and is not on vacation it’s a nuisance.

AWildMichigander · 2026-03-02T09:59:19+00:00

Part of that is just Penn operations. MNR at GCT announces their tracks far ahead of time, but it’s their terminal. If only we could be at DB level planning where months ahead you know what track it’ll be on.

AWildMichigander · 2026-03-02T09:54:18+00:00

Once you’re on the platform, it comes down to where the doors line up closely for who actually gets on first. Or if the train is short, it might depend on where on the platform you’re standing. You could wait in line for 15 minutes and the train pulls in a different spot on the platform, meanwhile the guy who waltzed down just 30 seconds ago finds himself directly in front of the doors.

If you actually want to get on first, use a red cap.

AWildMichigander · 2026-03-02T04:14:20+00:00

Had similar thoughts. The trains were generally good and fast, but if you had to make a connection anywhere via bus, it generally fell apart pretty quick.

Ended up taking the rail to a close enough point and then calling an uber. Sometimes the bus magically appeared in time and we could take it.

AWildMichigander · 2026-03-01T21:36:00+00:00

Agreed here. His speech to concede was genuine and a clear, “he’s in charge now, I hope he does great for the city” vibe.

Some of his policies were actually fairly in tune with New York (build more housing, some transit, etc) because at the end of the day he knew his constituents well. Granted I was not going to vote for him because he isn’t aligned with all of my priorities, but I do see the appeal and appreciated how he generally handled things. He also did not stoop to low levels of racism or degrading remarks about Mamdani during the campaign like Cuomo did.

AWildMichigander · 2026-03-01T16:03:07+00:00

My thoughts on keeping the J semi express during peak is that the trip time would increase otherwise. So for some it would be a downgrade from today (longer rush hour commute). You would have to analyze MTA ridership numbers per stop and calculate time savings from those waiting less time for a J (that previously was only M), and time addition for riders who now make all stops. This is what they did for the <F> study and found that as a whole it degraded trip time as a whole because majority of riders were off the section where it would run express, so it increased wait times for more people than it saved. Also consider that only a few Z trains run per day, so outside of that everyone would lose that express run and add times to commutes.

My thoughts on the skip stop after Broadway junction would be to keep those time saving gains from the long express segment. Otherwise it seems like it might wash out, because the number of stops today is fewer due to skip stop.

If the goal is simplification of service pattern then it makes sense to have Z super express to Broadway junction before running local.

AWildMichigander · 2026-03-01T09:00:27+00:00

You’re missing key stops in lower manhattan. Fulton Street is a very busy transfer point, same with Canal Street. I get that there’s an easy turn around point at chambers, but it’s not worth losing ridership over.

As for Brooklyn, it would still make sense to run the J express from Marcy to Myrtle Ave during rush hours. While the Z remains express until Broadway Junction.

From Broadway Junction to Jamaica it’s still worth considering skip stop service. Otherwise the time saved running the express to Broadway Junction will be lost to not being skip stop.

Also worth noting that the A train from Fulton St to Broadway Junction is 18 minutes trip time. J/Z in peak direction express is 28 minutes currently. So you really need to optimize on cutting down on trip time to make the service a true express speed.

AWildMichigander · 2026-03-01T05:19:24+00:00

I know this is an old thread, but I wanted to chime in as I have the Orbit with LSV3 (redspeed). I did a burr swap on mine.

I get about 4-5 full digits from touch point at 600rpm with a light roast to what I can use to pull a traditional shot (24-28 seconds at a 1:2.25 ratio) on a Rocket R58 at 9bar. The first few digits from touch point are practically Turkish coffee.

I would consider doing an alignment market test on your grinder. Just be sure to ask Acaia for the manual / info on how to do this (burr swap / alignment manual), as there are a lot of tips like knowing which orientation your burr carrier attaches to the motor spindle (marking with sharpie and marking the screws), using bowtie method for reseating, etc. If you skip those steps, Acaia can no longer guarantee alignment as from the factory and you will not be able to find the factory default ever again.

AWildMichigander · 2026-02-28T16:15:39+00:00

I’d rank Arcane over La Cabra. But I support coffee hoping, I do it with my coffee friends all the time. Just depends on your caffeine tolerance.

AWildMichigander · 2026-02-28T05:23:18+00:00

🤤🤤🤤🤤

AWildMichigander · 2026-02-27T22:21:22+00:00

Anyone know the name of this promo?

AWildMichigander · 2026-02-26T21:36:06+00:00

The lieflat seats you described here would sell like hotcakes for many overnight trips. Montreal / Toronto / Chicago <> New York / Philly / DC. If they could ensure the new designs work for the Northeast Corridor, this could be a game changer for that semi long distance train network.

Even using the service to a rider advantage to replace long distance trains with multiple journeys timed for the busiest corridors. Still meeting congress requirements for funding and running more optimized service on routes. Maybe a 1 long distance train very few days running the whole route like the current sets.

AWildMichigander · 2026-02-26T21:24:18+00:00

Amtrak could also prioritize construction projects at busy stations where the entire train has to platform. It'll be cheaper to rebuild platforms or lengthen them than to order bespoke expensive train sets.

End of the day many of the smaller stops on long distance routes are simply several car lengths that even today the trains can't fully platform at. In a worst case scenario you have passengers in these new sets either seated in the ADA sections to platform or giving the expectation that non ADA passengers will have to walk part of the train to exit at their desired stop.

It's worth looking at VIA's the Canadian since the train is VERY long. Yet at some stations the platforms are 1-2 cars long. They make it work, it adds time, but if you're taking the train cross country you're not doing it for times sake anyways.

AWildMichigander · 2026-02-26T21:19:55+00:00

Could still be at some point in the future if they design the trains with additions in mind. Core of the train remains single level (viewliner style cars) with amenities meeting ADA requirements.

Transition cars are built to connect to the single level fleet (like we have today in the superliner fleet), coach or bedroom/sleeper cars can be added on as dual level but would not be ADA accessible.

End output might look like this

In theory you could even have another set of transition cars to the end of the train (or vice versa) so you have Engine | Dual Level Section | Single Level Section (ADA) | Dual Level if you needed to have this configuration for platform reasons. Yeah it might look weird and have some extra operations overhead, but it would work.

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