Quote:
Originally Posted by SebC
As it relates to the train specifically, aren't we talking completely different orders of magnitude in debottlenecking downtown vs. a couple of service hours? Sacrificing latenight service isn't noticeably pushing the 8th Ave subway forwards, so it seems like there's a bit of a false dichotomy here.
|
What? You're mixing up operations and capital expenditures/budgets.
Annual transit service hours don't directly relate or compete with capital projects like 8th Avenue Subway (as an aside, I kind of wish you had a broader view of things than just honing in on 2 or 3 specific projects, elements or factoids such as 8th Avenue Subway or "THE SUBSIDY" and suffocating everyone with them by the way, but that's an issue for another day).
Maybe I should have been more clear by listing some examples, but I'm talking about pitting late night service versus more frequent service every weekday on congested routes such as the 301, 20, 4, 5, etc. I'd be willing to bet giving some of these or several other routes more service at 10 PM on Sundays would have more benefit per cost in terms of ridership and arguably more societal benefit by providing more people with options for when they want to travel than doing the late night service thing. That's just in the transit realm. Measures to fix the taxi problem or changes to laws concerning how drinking establishments can operate should also be in play.
Besides, the issue with fixing the New Years Eve problem with public transit (in particular that is, every other Friday/Saturday night in the year if you want to go further) is that it takes much more than a few extra trains doing a few extra runs. That's the cheap part. To make it effective, you have to have feeder buses running from the train stations because you can't just take a bunch of drunk people out to a train station and leave them there because for a lot of those people, they're still nowhere near their residences.