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Showing content with the highest reputation since 09/15/2019 in all areas

  1. 5 points
    Work train speed policy = 25mph max on straights, 15 on curves. Usually they travel less than that, because the equipment is absolute garbage. The issue on 4th avenue is more than just speed. It's also that there just are an insane number of consists staged at 38 St thanks to poor long term yard planning, and that the signal system on the northbound 4th Ave express track is singularly bad at handling low(er) speed equipment. You can certainly have electric work trains (we have a couple of electric locos), the issue is that work zones generally power off the track. There absolutely are solutions to be had here. They set up a work train base in Jamaica Yard partially to support QBL CBTC, and they really have tried to 'innovate' for the shutdown -- moved everything possible to Linden, and they claim they are consisting work trains. If the rest of the system was as much a political priority as the , this sort of thing would have already been looked at.
  2. 5 points
    Nah, the masses basically pile on at Jamaica Center... The Merrick/Archer stop sees much lesser usage; moderate at best.... With the Brewer routes however, he's right.... There's usually mounds of people waiting for them at any of those stops along Archer.... It isn't anyone else's fault that you continually incessantly whimper about some facet of this anomalous, long distance, multi-legged commute you just have to make known somehow on here.... I personally don't care if you're fabricating any of this or not, but our supposed lack of understanding of the crowding & farebeating on the Brewer routes isn't remotely the issue here...
  3. 5 points
  4. 5 points
    The 7th<>Church segment is scheduled 1 minute longer s/b thanks to the endless GT35s, and the Jay<>7th segment is 1.5 longer thanks to the fact that you really can't build speed/have to crawl out of Jay s/b. So runtime is 11 southbound and 8.5 northbound. Don't look at Kings Highway. The gets a 4 minute hold there essentially to pad the schedule -- they wanted to add runtime to reduce late clears and simplify crewing, but couldn't retime the entire line so they instead just put time at Kings Highway. It's doubtful that hold will be observed. Looking at 18th Ave, the 16:22 179 to KHF is 3 mins behind the 16:27 179 to STL , which had been 3.5 behind it at Jay. The real flaw in the schedule is, as I remember @RTOMan saying a few months back, that it creates massive gaps in Coney Island-bound service on Culver local/south of Church. Looking at the PM rush southbound schedule along the local (which, fwiw, is a not significant trip origin -- am using Bergen as my timepoint here) there's a 20 min gap where the first express used to be, and a 23 min gap for the second one. You can use the KH trains and the to reach the s, but even when you add those back in, you're looking at a 15 min gap following the first express at 18 Av, and a 17.5 min gap following the second. Definitely suboptimal. http://transitfeeds.com/p/mta/79/latest/stop/F30S/20190916 (18 Av) http://transitfeeds.com/p/mta/79/latest/stop/F20S/20190916 (Bergen) http://transitfeeds.com/p/mta/79/latest/stop/A41S/20190916 (Jay) Also, if anyone happens be fanning the northbound , may I humbly submit a request for a RFW? I'm out of town for a while, and haven't ridden B4 tk. north of 4th Avenue in a long time -- I want to reconfirm that the GTs going downhill from the viaduct towards Jay St are 2 shot 35s, becoming 30s and then 25s just before Bergen lower. Help here would be much appreciated.
  5. 4 points
    You need to relax yourself.....Not that serious my guy
  6. 4 points
    Don't know if its just me, but I have rarely seen people with luggage on the Q10. I've seen more airport workers on that bus then travelers.
  7. 4 points
    Screen Shot 2019-09-22 at 6.18.09 AM by Union Turnpike, on Flickr
  8. 4 points
    Few thoughts on the (PM at least) I was on the first. Something must be seriously wrong with local service, whether the switches at Jay or terminal ops at Church, if the is saving 6 whole minutes over the local on that stretch. Having said that, The first PM express was directly behind a local and was lightly loaded from 57th street on down. Might just be a poor interval, though. Culver Express is a lot more heavily timed than I expected, especially considering how lightly used it is. The viaduct's speeds were somewhat disappointing, although I suppose the interlocking by 4th Ave-9th St might have something to do with that I got to Jay Street northbound right after the second express left, and the platform was PACKED. That either doesn't bode well for future service, or means that the express should be scheduled to directly precede a local, IMO. This service pattern won't go away at the end of the trial, it's basically the 2 trains that would randomly go express during the PM peak, but officially in the schedule. The has potential, and is the key to allowing the to finally have consistent, reliable intervals. However, as many people have said, this relies on Bergen Street Lower being reactivated to provide a transfer point for Red Hook and Carroll Gardens residents. Unrelated but the displays as ( F ) on the advertising screens and I think that's neat. (63rd St- 8th avenue connection theories, anyone?)
  9. 4 points
    Just imagine how many closed subway entrances could be reopened and how many new entrances could be built with that money! This is an outrage!
  10. 3 points
    Bear in mind that that's the draft from months ago.
  11. 3 points
    Update: So for some unknown reason, bus operators have been instructed to not serve Bulova. Someone asked if the bus was going to Bulova and the operator said that they were told to not go there. Multiple checks on bustime confirm that. Right now, it is unclear on when service will actually start. On the other hand, the new schedule is out. https://new.mta.info/document/6531
  12. 3 points
    The problem with express tracks is the cost; boring 4 tracks is a lot more expensive than doing it cut and cover the utility; an express would be useless pretty much until Phase I-IV was built out and extensions even farther, and possibly an even longer timeframe; it took a few decades for Sixth Avenue's express tracks to be put into service. At this point, I only think Lower Second Avenue is useful as part of a new two-track line eventually heading down Northern, or the Queens Boulevard Bypass, separate from 63 St.
  13. 2 points
    when units are transferred from TA/OA to BC, fareboxes are always removed beforehand. depots keep fareboxes in stock for if/when that unit returns or to utilize on another unit. the only time fareboxes aren't removed are when a unit is moved from a TA/OA depot to another TA/OA depot or BC to BC
  14. 2 points
    NJ Transit’s new 355 express bus to American Dream retail and entertainment complex will cost adults a $9 fare in each direction or $18 round trip, said Jim Smith, a spokesman. Football fans who ride the 351 Coach USA bus between New York and MetLife Stadium pay a $14 round trip fare for the same 20-minute trip. https://www.nj.com/traffic/2019/10/the-only-mass-transit-to-the-american-dream-mall-is-the-bus-and-its-going-to-be-pricey.html
  15. 2 points
    Q47 buses are once again not serving Bulova. Maybe this thread should be renamed to read "to (not) serve" instead. This time, there's an advisory posted on the MTA website: I wonder how much longer until they'll pull a Q114 on this one.
  16. 2 points
    it never works that way. if you've ever driven any vehicle period, weight always adversely affects speed... speed can never counterbalance weight, and in this instance, if the HVAC is overweight as stated, just like any vehicle ever, when you are carrying too much weight (passengers/cargo, seats, engine, etc) it will cause malfunctions. this is a clear oversight/blunder on MTA's part regarding the sheer physics of this (or any) vehicle.
  17. 2 points
    Here is a mock-up of a light rail that could run along the west shore. I made it using Enmodal and a paint application. I chose light rail because parts of the right-of-way are on busy urban roads and there wasn't much room to create a new path for heavy rail to pass through. The line starts in Tottenville and shares rail tracks with the SIR until Richmond Valley where it will now have new tracks laid out for it to run on. It follows the West Shore Expressway up until it reaches Arden Ave and goes east towards Richmond Ave. Then for a while it goes on it's own reserved road on Richmond Ave until it turns left on Forest Ave and goes on the Bayonne Bridge. The line terminates on 8th St in the same place as the HBLR starts. I think this proposal is solid because it crosses over most major shopping centers and business areas on the west shore, it provides connections to multiple other transit options such as the SIR, many local and express buses, and even the HBLR to continue your commute into New Jersey and Manhattan. Looking at the map, both the WSLR and the SIR cover a large portion of Staten Island and final give residents in the west shore some better and faster transit options. I would like some opinions on this mock-up if anyone thinks a better path could be chosen.
  18. 2 points
    I ride the Q60 from time to time, and I say the Queens Blvd doesn't need them. It runs smoothly during off peak hours and overnights. All of the delays are caused primarily by people getting on/off along Queens Blvd. There's also long boardings at Union Turnpike, 71st-Continental, QCM, Rego Center, and traffic on the approach to the bridge consider. Lots of people use it as a means to avoid the and trains because they can be unpredictable and unreliable due to a signal malfunction, or if the is down due to repairs, or signal malfunctions.
  19. 2 points
    It's easier to use the PW Branch to get into Manhattan than wait for the three QM3 trips on Northern.
  20. 2 points
    The S55 and S56 definitely have lower ridership than all three. The two combined may not even reach the total ridership of the M55. EDIT: The S55 & S56 combined how significantly less ridership than the M12 (weekday and annual). In fact, they both have less ridership than the M12, which have the lowest ridership counts of the three. The S55 though has the lowest overall.
  21. 2 points
    If wait times are increased but they run fewer buses, no matter the size, how is this better? If the ridership numbers remain the same all it adds up to is longer waits. The same amount of people are still being transported by my calculations. When it’s 20 degrees outside and Mr. Wind, aka the Hawk, is kicking butt I doubt if everyone will feel the same way you do. I never expected to see someone agreeing with a service cut , as per the Daily News article, on a transit advocacy forum. Just my opinion. Carry on.
  22. 2 points
    @RR503 This is incredible. $4.7 BILLION will be in the Capital Program for Penn Station Access, in addition to the $895 Million in the 2015-19 Program. The whole advantage of the project is that it is using EXISTING rights-of-way, making use of EXISTING tracks. What the heck went wrong? I just can't..... All that is involved is some track work, substations, a bit of electrification, and new stations. UGH! https://www.lohud.com/story/news/2019/09/16/mtas-51-5-b-capital-plan-help-pay-penn-station-access/2341595001/
  23. 2 points
    Even if it is beneficial, it's hard to see it being worth spending a large portion of $1.13 billion. Even worse, as I said before, those ramp connections are almost brand new (built as part of the previous bridge rehab). So it's really not a good value.
  24. 2 points
    Let me illustrate my point using Canal St. A southbound entering there usually gets a short route into the station, but faces a red home signal at the leaving end of the platform. That red home does not indicate a conflict so much as it does a lack of an established route all the way through the interlocking; a train tripped by it would likely overshoot onto the local track without any issue. Aside from the weird approach locking time thing that happens north of the station, operators enter in these conditions as if everything were normal -- they may brake a bit more conservatively because they're facing a red, but they do not act as if they're entering a stub-end terminal. CBTC, however, would enforce that level of safety. If my understanding of NYCT CBTC architecture is correct, a stop arm is considered a fixed obstruction, and therefore becomes the endpoint for a safe braking curve which, in turn, forces trains to enter interlocking areas at restricted speed -- imagine the entering 8th Ave, or the entering Main.
  25. 2 points
    Any think that they’ve decided to install CBTC in all the wrong places? Methinks CBTC should be added around where trains do a lot of switching, like: 145 Street to 103 Street () 72 Street to 42 Street–Port Authority Bus Terminal/47–50 Streets–Rockefeller Center () 49 Street to 23 Street () 57 Street to 42 Street–Bryant Park () West 4 Street–Washington Square to Delancey Street–Essex Street () York Street/Fulton Street to Carroll Street () 7 Avenue to Church Avenue () Prospect Avenue to 53 Street/9 Avenue () Manhattan Bridge to Atlantic Avenue–Barclays Center () West 4 Street–Washington Square to Fulton Street/World Trade Center () High Street to Clinton–Washington Avenues ()
  26. 2 points
    Assuming that "widening" means they are adding a fourth eastbound lane from Exit 3 to Exit 5 (Bay Parkway) on the Belt, all I can say is, it's about time. This will finally ease the endless traffic jam at the Verrazzano merge. On the other hand, the left exits are fine in my opinion, and replacing them with right exits isn't worth the effort or money at all. I don't really know what you would want to be done to the bike/pedestrian walkway. It's pretty good already, and having walked it, all I could really suggest is to add some lights to it, so it's not in total darkness at night.
  27. 2 points
    Latest news: -The Express Bus Advocacy Group is almost a year old with almost 1,600 members. -Express bus service is still a work in progress, but we've seen some improvements on a number of lines that had serious issues. -We've sent our Fair Fares petition to Governor Cuomo to reinstate the monthly pass, senior discount and student discount at all times. The petition garnered over 300 signatures and over 500 likes via social media.
  28. 2 points
    If service along Fourth Avenue Express was increased, and with the mess at DeKalb fixed, a via West End Express wouldn't be bad at all. It would save a decent amount of time for riders. You just need enough local service. There is so much potential for increased service on Sixth Avenue Express! With deinterlining, get 30 TPH, with CBTC, you could get 33+, and with open gangways and 60 foot cars you can increase capacity further. Don't buy it when people say that the subway is at capacity.
  29. 2 points
    No offense, but a lot of the recommendations you’ve made have already been discussed and agreed upon ad nauseam on these forums. I can see some changes being impeded by costs, community opposition, or degree of difficulty. I’m of the opinion that efforts should be made to optimize the system in its current state first before exploring any extensions or new construction.
  30. 2 points
    They can't do that. Politicians would lose campaign material and advocates would lose income.
  31. 1 point
    DMV should give you a paper copy of the permit before the hard copy gets to your house.I took it 2 days before I had premployment and it was already on the driver abstract they look at ,they didn't even ask to see it since it was in the abstract they pull up.
  32. 1 point
    You would think they'd run as many trains as possible to get people off the overburdened and trains in Queens, as well as to get some people off the ... Nope. 125% capacity or bust.
  33. 1 point
    I honestly fail to see how it should be $2 billion for that tunnel. I’ve seen posted on SubChat that there may actually be a connecting tunnel in place. I myself can’t vouch for the extent of said tunnel, but if there is a significant amount of tunnel already there, then that crazy high $2 billion figure absolutely needs to come down. Even with having to dig under the LIRR Main Line and up to a portal near Fleet Street. Yes, why the need for a new service? One that will force a reduction in existing and service. I’m sure Bushwick and Bay Ridge riders would absolutely love that. I think it would be better to route the down the RBB, replacing the current as far as 63rd Drive (the would be displaced to Astoria, in turn displacing the to 2nd Ave).
  34. 1 point
    6173 and 6174 officially at Flatbush. 5337, 5340, 5342-5343, 5346, 5349, 5352 are all left.
  35. 1 point
    I wonder if the Q10 will be next in line for luggage racks on their XD-60s.
  36. 1 point
    7430 was almost cut in half and its engine was ripped out when the tour bus crashed In to it.
  37. 1 point
    Hey y’all, Just finished my last road posting today. Got my final tomorrow and road practical on Friday. Will be on my own next week. I hope to see all you super conductors out there on the road soon.
  38. 1 point
    All BS aside, what is this blatantly false advertising all about with serving this place? This shit is annoying now....
  39. 1 point
    flatbush used to have wildcat runs like that back in the day.... 44 short signs to fulton that would dropback to Franklin for a southbound 49 trip... 41's to empire that would dropback to bedford for a southbound 49 trip... the weirdest one i knew of was a 44 short sign to fulton that would deadhead to cadman plaza for the 41... the list goes on. Flatbush used to be funky & quirky that way, especially with school runs on the 41, 44 & 49. the 46 & 47 (and going back further, with the B7 & B78) weren't all the way included in the madness.
  40. 1 point
    Bus lanes should be added on Clove Road between Victory Blvd and the SIE during peak hours in the peak direction. That area of Clove Road is a parking lot during rush hours and S53, S66, S93 and SIM35 riders shouldn't have to suffer.
  41. 1 point
    Given how crap weekend service is, I'm surprised the line past Rockaway (and especially RPK) even has ridership at all... should be rather telling that the ferry to Fulton Street is faster than a direct subway ride to that very same place...
  42. 1 point
    3317 sighted completed at Plattsburgh.
  43. 1 point
    Things may change. He's also said multiple times that they need a lot of operators. So it isn't the end of hiring. There just isn't anything scheduled right now.
  44. 1 point
    The total for the has 44 trains but, it may change to 46 total b/c of the . Anyways, the R160 total is around 30-32 (75%) with 14 R46s (25%).
  45. 1 point
    I guess no one wants to say how the first day of phase 1 went. Lol
  46. 1 point
    This was something I partly mentioned last week was to leave the M11 alone solely as the terminal. However, you also have the M14A there too. I’d leave it alone for late nights and daytime terminate at 23rd-Chelsea Piers. My personal gripe with Abington Sq is that you have so many buses there but the real service technically starts at 14th and 8th. I personally don’t think the other stops before 14th and 8th are utilized.
  47. 1 point
    from 125 St/2 Av: 138 St-Grand Concourse Bronx Terminal Market Yankee Stadium runs via Ogden Av 166 St 170 St runs via University Av 175 St Tremont Av Burnside Av 183 St Fordham Rd Kingsbridge Rd Marble Hill Johnson Av/Kappock St 230 St/Riverdale Av 238 St/Riverdale Av 246 St/HHP Wave Hill-249 St from 125 St/2 Av: 125 St/Lex Av MNR 125 St/Lenox Av 125 St/St Nicholas Av 125 St/Bway Grant's Tomb (122 St/Riverside Dr)
  48. 1 point
    Reading is fundamental: "Other east Bronx bus routes that won’t be effected by the MTA redesign are the: Bx23, Bx26, Bx28 and Bx30."
  49. 1 point
    technically speaking, yard storage capacity is not as big a factor as it might seem on the subway when compared to other systems. The MTA can easily get away with more trains than the yards could possibly store all at once, since under ideal circumstances, there will always be trains out running.
  50. 1 point
    I used the 361 every morning for the first half of my high school year this year, and I can tell you that it is MUCH slower than the normal local #1. Most of the time when I used 361, the driver did not allow anyone to board or discharge past 18th Avenue and 13th Street until the bus got to MLK Blvd, and the bus would still be late for it's Penn Station arrival time. It gets held up a lot due to the traffic along Springfield Avenue, and sometimes the first 361 trips (7:16 AM and 7:23 AM, both trips that start straight from the garage) do not operate, causing the next trips to be overcrowded, making the trip even slower. It became so bad that I stopped using 361 in the morning. I use the 7:13 #1 that goes to River Terminal. It rarely overcrowds, and arrives to Downtown Newark on time. As a matter of fact, the 361 that leaves at 7:16 and my bus arrive at Springfield and Irvine Turner at the same time most of the time because of how slow 361 can be. As for the afternoon 361 trips, the issue is very similar. Most of my trips, the driver does not allow pickups or drop-offs until 18th and 13th Streets, and the bus still gets caught up in Springfield Avenue traffic. The #1 local that leaves about 2 minutes earlier from Penn Station gets to 18th Avenue and Grove Street quicker than the 361 does.
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