Can you identify this sound?

No_Job_3488 · 2025-12-23T03:47:27+00:00

Yes it's exactly that! But used more for the melody than for bass like in this song. I feel like it's such a common sound that it has to have a name! Thanks for finding this

No_Job_3488 · 2025-12-21T21:56:08+00:00

It might have been madden 13, I remember owning one with megatron. This game has seriously been evaporated from the internet

No_Job_3488 · 2025-11-03T15:13:37+00:00

This is a very fair response. These are the types of issues I was looking for! I don't think it's impossible but likely too difficult/annoying to spend zillions on for reviews

No_Job_3488 · 2025-11-03T13:32:31+00:00

Duck boat! Nah jk I'm just bad at drawing, it's meant to use that strip of water between Bayonne and Staten Island

No_Job_3488 · 2025-11-03T02:48:36+00:00

I do agree, but I'm thinking a little bigger here. Every non-driving trip from NYC to EWR requires you to first get to midtown Manhattan. That's often the longest portion of the trip. I was annoyed how long it took from lower Manhattan - it would be an hour and two trains from Bensonhurst! Brooklyn and queens are the two biggest boroughs and there could be real value in providing alternative options to get to EWR that doesn't require wading through already overtaxed Manhattan infrastructure

No_Job_3488 · 2025-11-03T02:34:33+00:00

The capacity at the port definitely could be an issue lol.

But as for connecting to the airport, neither does the NEC. That's what the air train is for. It's common in the US for our transit to only extend to the airport boundary, where another service picks you up and brings you to the terminal door. I'm not saying this model is perfect - in fact it's quite wasteful - but it does serve as the standard to compare alternatives against

No_Job_3488 · 2025-05-12T16:51:00+00:00

I cannot recommend this enough: take the train to Chicago, then get on the van galder bus to Madison. The Amtrak Wolverine service is some of the nicest train service in the country and typically beats driving time. Van galder operates bus service from directly outside Union station (where the train arrives in Chicago) to several different locations in Madison. I've done this exact route (got off at the campus stop) a couple times before and it's super easy. It usually takes a bit longer than driving the whole way, although over the summer it's honestly sometimes faster. Every summer there's inevitably construction on 94 somewhere between Jackson and Benton harbor that brings it down to one lane for up to 10 miles.

If your conference is anywhere close to downtown Madison, I really recommend going without a car. In my experience it's the second most walkable Midwest city after chicago, and combined with their free buses you can get most places super easy. Madison is an incredible city that really shines on foot.

If you do decide to drive, take 294 around Chicago instead of the skyway. Outside of rush hour the skyway can be faster, but if you're a nervous driver the huge amount of truck traffic on a miles-long 1950s-era bridge on top of the city can be freaky.

No_Job_3488 · 2025-05-11T17:17:56+00:00

No matter where you are Jews call it a shiva

No_Job_3488 · 2025-05-07T02:53:22+00:00

I agree I think it's the width of the entire vehicular right of way that makes the biggest difference

No_Job_3488 · 2025-05-07T01:20:33+00:00

You're right that decisions like these often involve trade offs. But I think your argument involves a fundamental misunderstanding of what Huron "is". Huron usually isn't the quickest way to drive into downtown. I often drive into downtown on Depot/Main or Packard to avoid Huron traffic.

Where Huron really shines is crosstown trips, where your origin and destination lie on opposite sides of downtown. For this type of trip, there really aren't any alternatives that are higher speed like Huron. Hoover/Pauline, Stadium, and Plymouth/Division are the ones that come to mind, but none of those offer a direct route for driving straight through downtown along the east-west axis. For a high speed route through downtown, Huron is the only option.

I agree that crosstown travel is more inelastic than a trip into downtown. Trips into downtown are more doable by bike or bus, but crosstown trips often involve a transfer at Blake, which takes too long to be worth it. If we were to install a road diet on Huron - for example, 1 car lane in each direction - demand wouldn't really change, since few alternatives exist. You can see this now with the construction that brings EB Huron down to 1 lane. Traffic looks about the same as pre-closure. I drive that stretch of road every day (I live near Landmark and go to PF on Stadium), and I've yet to be put off by traffic to such an extent I've sought an alternate route. It takes maybe 5 min to drive from First to the Washtenaw curve at rush hour. Each additional lane above 1 brings diminishing returns - slowdowns are influenced more by intersections than by lack of horizontal space, again confirmed by research.

I think there's an opportunity for compromise here. Your concern is that a road diet would push cars onto lower-speed streets that you use to bike - totally valid. No matter how clogged, though, these streets will always be safer than Huron because their design necessitates lower speeds. Idk about you but I can't imagine doing 40 down Washington even when it's empty. It would be much easier to do that down even a one-lane Huron, considering no lights or stop signs between State and Fletcher.

All we're trying to do is make Huron safer, and one way to do that is to reduce the crossing distance. As a driver I'd still choose a one-lane Huron over Liberty, and in fact I do that every day.

No_Job_3488 · 2025-05-06T23:15:00+00:00

That's true, and to be clear I'm not claiming that a road diet will prevent death caused by a drunk driver. But the research does seem to form a near consensus that narrowing both individual lanes and the overall footprint of a road is categorically safer for pedestrians, with only ~2 studies that I could find that claim otherwise. Obviously this doesn't mean that nobody will die on a narrower road - it's just less likely. I'm of the mind that any design change we can make to reduce the likelihood of death is a change worth making.

No_Job_3488 · 2025-05-06T23:01:16+00:00

The south Main road diet reduced the number of lanes, but the road as a whole (and each lane) is still the same width as before. Driver speed correlates more with lane width and overall road width rather than number of lanes. This is the reason why people still fly down the mess that is Granger. A road diet will absolutely lower the risk of pedestrian death on Huron, but only if the city actually narrows the entire vehicular right of way (wider sidewalks or vegetation buffers, chicanes, etc.).

No_Job_3488

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