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Showing content with the highest reputation on 03/05/2019 in all areas

  1. 5 points
    train approaching Avenue M leaving Coney Island after coming from the yard and at Coney Island Two trains at Coney Island End of the Culver platforms Looking north towards the yard Brighton Beach Looking south from Kings Highway and approaching Newkirk Plaza
  2. 3 points
    I caught both sets of R179s on 8th Avenue at the same time by dumb luck. Not the best video but decent enough.
  3. 3 points
    Here is my plan for Canal Street, which I think I have thoroughly gone through. DISCLAIMER: I am sure that there are mistakes in here, and oversights. I am not an engineer, and have based this design based on the 3-D layout of the station. There might be basements, pipes, power lines, sewer lines, or other things in the way. If anyone knows of anything of the like please call me out. If there are any egregious mistakes do so as well. If anyone can think of a better way to accomplish the goals of making this station ADA-accessible while drastically reducing crowding at the station and making transfers easier, please post it. This is meant to be a discussion starter. One of the goals of this layout was to reduce the number of elevators needed. The Centre Street Passageway reduces the number of elevators on the two Nassau Street Platforms from 4 to 2. This passageway makes it easier for people needing elevators as the platforms would not be constrained with two pairs of elevators. Here is my not so great map of the general plan. Pentagons are elevators by the way. Canal Street Plan 1 by Union Turnpike, on Flickr Levels: L-1 Surface/Station House L-2 Nassau/Lexington/Broadway Main Line platforms/Mezzanines A, B, and C L-3 Bridge Platform/New Canal Street transfer passageway L-4 Centre Street Passageway New entrances: - North end of IRT and BMT platforms to Howard Street and Hester Street - South end of IRT platforms to Walker Street New Passageways: - Centre Street Passageway o Paralleling the Nassau platforms at a level lower down and located at L-4 o Provides access to the Downtown BMT Nassau Platform by Staircase J and Elevator J o Provides access to the Uptown BMT Nassau Platform by Staircase K and Elevator K o Provides access to the Uptown Bridge Platform by Staircase H and Elevator H o Provides access to the Downtown Bridge Platform/Canal Street Transfer Passageway by Staircase I and Elevator I - Canal Street Transfer Passageway o Between Broadway and Baxter Street, paralleling the Downtown Bridge platform, providing direct access to the BMT Main Line platforms, the IRT platforms, and to the BMT Nassau platforms via stairs or elevator down to the Centre Street Passageway o Includes the crossunder passageway between the BMT Main Line platforms, which will be widened. o Access to the Downtown BMT Main Line platform via Staircase A and Elevator A o Access to the Uptown BMT Main Line platform/Mezzanine A and Uptown BMT Bridge Platform via Staircase B and Elevator B o Direct and level access to the Downtown Bridge platform is provided. o Access to the Downtown IRT platform via Staircase E and Elevator E o Access to the Uptown IRT platform via Staircase G and Elevator E o Access down to the Centre Street Passageway via Staircase I and Elevator I o Access to the Southwest Stationhouse via Staircase N and Elevator I Mezzanines: A – Connects the Uptown Broadway Main Line Platform (same level) with the Uptown Bridge platform with Elevator C and Staircase C at this mezzanine’s eastern end – Provides access to the Downtown Broadway Main Line Platform and the IRT and BMT Nassau Platforms via Staircase B and Elevator B to the Canal Street Transfer Passageway B – Connects the Downtown IRT Platform (same level) with the Bridge platforms - Connects to the Uptown Bridge Platform with Staircase D and Elevator D - Connects to the Downtown Bridge Platform and the Canal Street Transfer Passageway with Staircase E and Elevator E C – Connects the Uptown IRT Platform (same level) with the Bridge platforms - Connects to the Uptown Bridge Platform with Staircase F and Elevator F - Connects to the Downtown Bridge Platform and the Canal Street Transfer Passageway with Staircase G and Elevator G Stationhouses: A – Northeast corner of Centre Street and Canal Street o Elevator H provides direct access to the Uptown Nassau platform and the Uptown Bridge Platform B – Southwest corner of Centre Street and Canal Street o Elevator I provides direct access to the Downtown Nassau platform and the Downtown Bridge Platform List of Elevators: A – Between the Street Level, Uptown BMT Main Line platform/Mezzanine A and the Transfer Passageway B – Between the Downtown BMT Main Line platform and the Transfer Passageway C – Between Mezzanine A and the Uptown Bridge Platform D – Between Downtown IRT Platform and Uptown Bridge Platform (Extension of existing elevator) E – Between Downtown IRT Platform and Downtown Bridge Platform/Canal Street Transfer Passageway F – Between the Uptown IRT platform and the Uptown Bridge Platform (Extension of existing elevator) G – Between the Uptown IRT platform and the Downtown Bridge Platform (Front side) and Canal Street Transfer Passageway (Back side) H – From the Centre Street Passageway to the Uptown Bridge Platform, the Uptown Nassau Platform and the Northeast Station House I – From the Centre Street Passageway to the Downtown Bridge Platform (Front side) /Canal Street Transfer Passageway (back side), the Downtown Nassau Platform and the Southwest Station House Staircases: A – Between Canal Street Transfer Passageway (L–3) and the Downtown BMT Main Line Platform (L–2) B – Between Canal Street Transfer Passageway (L–3) and Mezzanine A/Uptown BMT Main Line platform (L–2) C – Between Mezzanine A and the Uptown Bridge Platform D – Between Downtown IRT Platform and Uptown Bridge Platform E – Between Downtown IRT Platform and Downtown Bridge Platform/Canal Street Transfer Passageway F – Between the Uptown IRT platform and the Uptown Bridge Platform G – Between the Uptown IRT platform and the Downtown Bridge Platform/Canal Street Transfer Passageway H – From the Uptown Bridge Platform down to the Centre Street Passageway I – From the Downtown Bridge Platform/Canal Street Transfer Passageway down to the Centre Street Passageway J – Between the Centre Street Passageway and the Downtown Nassau Platform K – Between the Centre Street Passageway and the Uptown Nassau Platform L – Between the Uptown Nassau Platform and the Northeast Station House M – Between the Downtown Nassau Platform and the Southwest Station House N – Between the Canal Street Transfer Passageway and the Southwest Station House Remove: - Staircase between the Downtown Bridge platform and Mezzanine A; access to Broadway entrances and Main Line platforms preserved via elevator and stairs to Mezzanine A closer to Broadway Other improvements: - Double width of Bridge platforms - Reopen closed entrances Sources: https://sketchfab.com/3d-models/canal-street-station-3d4c5ff5942242e0babe21e9e7d8d85d https://new.mta.info/sites/default/files/2018-04/Canal St (N)(Q) web.pdf
  4. 2 points
    Corey Johnson proposes breaking up the MTA By Rich Calder and Max Jaeger March 5, 2019 | 1:01pm | Updated Corey Johnson Getty Images He wants to take a “BAT” to the MTA. City Council Speaker Corey Johnson on Tuesday proposed breaking up the state-run MTA and transferring city trains and buses to a mayoral-run agency called “Big Apple Transit” — or BAT. Johnson, who is mulling a run for mayor in 2021, outlined his vision for improving mass transit during his first State of the City address at LaGuardia Community College in Queens. The speaker hopes to bring the subways, buses, Staten Island Railway, MTA Bridges and Tunnels and portions of the authority’s headquarters under the mayor’s control to sidestep what he describes as political interference from Albany that has plagued city transit for decades. But several proposals hinge on state approval, presenting potential hurdles for Johnson’s plan. For one thing, his proposal hinges on the passage of congestion pricing — the plan to toll Manhattan motorists below 61st Street — and its anticipated $1.1 billion in revenue. The state is mulling such a plan — which has been met with some resistance — but Johnson said the city could pass its own congestion plan if Albany doesn’t. “If the State Legislature fails to pass an acceptable congestion pricing plan in 2019, the Council can and should pass its own plan,” a summary of his remarks says. He also seeks to expand the city’s taxing authority to fuel the BAT’s budget without relying solely on fare increases — another move that requires the state’s blessing. Meanwhile, he says he wants to rein in construction costs by addressing bloated construction union contracts and implementing more design-build projects to curb the cost of dealing with multiple contractors. Johnson’s plan, outlined in a 104-page report titled “Let’s Go,” calls for a complete overhaul of how New Yorkers get around – with far less emphasis on driving and significant upgrades to the city’s bus and bicycle network. Seeking to increase bus ridership 16 percent by 2030, Johnson is proposing new dedicated lanes, bus cameras and transit-signal priorities, as well as the creation of 30 miles a year of new lanes. He also wants to create a “fully connected bike network” by 2030 that includes equipping “every square mile of the city’s street grid with bike infrastructure” – including dedicated lanes, the report says. Johnson also said he’d also like to see private ownership of cars drop citywide by 50 percent by 2050. And he suggested cutting the city’s fleet of vehicles — which currently totals over 31,000 — by 20 percent as of 2025. Source: https://nypost.com/2019/03/05/corey-johnson-proposes-breaking-up-the-mta/?utm_campaign=iosapp&utm_source=facebook_app&fbclid=IwAR2g1KSV7ZLYUFs7B8XIIf35GO9mi9eW8yBzNLFSQfLSS0iNu2uSjbglZzA
  5. 2 points
    Not to mention that removing it really would make traffic worse - since there's no cross-Bk highway to Long Island, and it'd make FDR and Bk-Q roads worse because there'd be no "expressway" connecting the two boroughs. Great for congestion charges; bad for quality of life and air quality. I'd be okay if they put it in a tunnel like the Big Dig in Boston and that one in Seattle - Alaskan Way (?).
  6. 2 points
    I saw it at about 1pm heading uptown, so according to my math it since did another round trip and would head back towards Queens at some point during the first half of rush hour.
  7. 2 points
    Except AOC never actually said that. All she said was invest in high speed rail corridors (which would make short haul air travel obsolete) and everyone flipped out and interpreted that as eliminating air travel.
  8. 2 points
    I would be bummed if the MTA was broken up. As a buff, I thought it was cool that the subway & local bus, express bus and commuter rail systems in lower NY State were all under one umbrella. Also like the fact that info for all those services are all on one website. As for the suggestions in the article, a lot of fantasy which probably won't come close to happening anytime soon. Reminds of when AOC suggested banning Air Travel in the U.S or something like that, WTH.
  9. 2 points
    That would be one extra-wide platform at Canal St for the (plus any potential new service that operates through there). And it might facilitate building another, ADA-compliant exit at the north end of the platform. I wonder if it may be possible to “relocate” the Hewes St station so that it’s closer to Broadway, which would then facilitate a transfer between the and the . Then relocate Marcy a little further to the west, closer to the bus station, with either a dual-island setup or a Manhattan-bound island/Queens-bound side platform setup.
  10. 2 points
    I've been thinking for a while that with OMNY, fare capping should be introduced. Unlimiteds have hit a level where it's not much of a savings anymore. I like the ideas of free rides after the 40th tap or capping the daily fare at like 7 bucks or something. Surpass that limit and you ride free the rest of the day. That could encourage more ridership too.
  11. 2 points
    By disagreeing, you're actually making my point. Very few are riding from 95th St to 42nd St on (R) - they're typically switching to (N) at 59th or (D) at 36th St. Or they're taking the express bus. Or, gasp, driving. So recreating old BMT services is fairly pointless, as is attempting to create a route that captures Manhattan fares, since the problem is that the service frequency along 4th Av is unreliable. But because the unreliability part is not because of 4th Av - it's because of QBL delays, or the merges on Broadway in Midtown, or even route length, the focus should be how to fix the issues that make 4th Av local stations intolerable. That doesn't necessarily mean a new through-route - that could mean doing a split of one route, or doing a rationalization. But putting your (K) onto the Nassau Line and/or Jamaica just causes more issues since now you have it held up by terminating (J) (Z) trains at Broad St; holding up (J) (Z) trains at Broad St or Chambers, or even at Essex St blocking (J) (Z) and (M) . Reconnecting Nassau to the Bridge now delays (N) (Q) because of not just diverging switches and DeKalb; you now have a level crossing. And you still have the 57th St issue, (R) 's length, and you haven't fixed the reliability issue - you've spread it to more areas. That's a solution, but not a viable one IMO; rationalizing the services patterns and proper operation of the infrastructure is a more viable one.
  12. 2 points
    It does seem to have a parallel to a lot of the Q58 already, but given that the Q58 doesn't directly go to Queens Center, it might work. The route itself though, would be a bit short. Perhaps it could be used to get rid of some part of the Q38 loop or whatnot.
  13. 1 point
  14. 1 point
    Here's another idea since the Nassau St proposal seems to be against some people: Bay Ridge/95th St to 96th St/2nd Av via 4th Avenue Local/Bridge/Broadway Express, yard remains the same but and alternates sets at 96th St. Coney Island/Stillwell Av to Astoria/Ditmars via 4th Avenue Express/Lower Manhattan/Broadway Local. Whitehall St to Forest Hills/71 Av via Broadway Local/60th St/Queens Blvd Local, yard change from Coney Island to Jamaica. During rush hours, some SB trips end at Canal St and deadhead to City Hall, to not overload Whitehall St.
  15. 1 point
    Is that the only part you read? (Intolerable means "unable to be endured", or "not able to tolerate" - ie the long waits for a train at 4th Av stations.)
  16. 1 point
    He was only Acting Public Advocate. He is the Speaker of the City Council, and unlike Mark-Viverito, has stood up against the mayor, and asserted the council's rights.
  17. 1 point
    YES! SOMEONE GETS IT! I was very skeptical of the Speaker's plan for municipal control, but his genuine support for the transit and this report have won me over. I hope that it does not hinder integration with the LIRR and MNRR. INDUCED DEMAND Induced demand is the idea that creating or expanding roads does not reduce traffic congestion, but rather induces or generates it.766 The assumption is this: more lanes create more room for cars to flow freely and more quickly, thus reducing traffic. However, the creation of more roads or highway lanes actually encourages more people to drive, thus leading to fur- ther road congestion.767 Studies have found that for every one percent increase in highway capacity, traffic also increases 0.29 to 1.1 percent in the long term, which is about five years out and up to 0.68 percent in the short term, which is one to two years out.768 Researchers suggest that this result be taken into consideration as highway planners develop schemes to expand roadways.769 While expanding roads and highways has the effect of induc- ing more traffic, the same is also true in the reverse. Removing highways or reducing the amount of road space that is avail- able for cars and reallocating it for pedestrian use, or to create bus, cycle, or high occupancy vehicle lanes, can reduce traffic congestion and increase attractiveness to other modes of transportation.770 Removing highways allows traffic to disperse more evenly around a city and encourages fewer people to drive.771 It has also led to economic development and an increase in property values for properties that are situated near freeways.772 For example: In Milwaukee, the city replaced its Park East freeway with a boulevard, which freed up twenty-four acres of space in its downtown neighborhood and attracted $1 billion of private investment in development projects.773 San Francisco replaced its Central Highway with a boulevard, which revitalized the surrounding neighborhood and caused property values within that area to increase.774 According to research, one reason for an increase in property values after highways are removed is the reduction of local traffic within the area.775 San Francisco also replaced its Embarcadero Freeway, which increased employment in the area by 23 percent within a decade. In Portland, Oregon, when the city replaced its Harbor Drive Freeway with a 37-acre park, property values increased in downtown Portland by a yearly average of 10.4 percent.776 In Seoul, Korea, when the city removed one its elevated ex- pressways, uncovering the stream that was underneath, the stream attracted 90,000 visitors per day within 15 months of its opening.777 Land values also increased by 15 percent and traffic levels were reduced by nine percent after a rapid transit bus system was implemented as part of the project.778 The city of Paris developed a policy to reduce the size of its roads, which increased public transit usage by 20 percent within two decades.779
  18. 1 point
    I don't know what's this obsession with this politician. That's all she is, and then they all say AOC... Spell out the damn word. I didn't know what it was for a while. I know it's long to say Alexandria Ocasio-Cortez, but it's far less confusing.
  19. 1 point
    A problem since unlike other metros, NYC doesn't make you tap out, since the system uses flat fares. One potential solution would be to make it impossible to tap the daily cap card at a station twice in a row in one day.
  20. 1 point
    Some plans save money for the long term....
  21. 1 point
    The costs would pay itself. Reduced driving, reduced crashes and emissions, better health, restitching the street grid back together, more parks, bus lanes along surface boulevards, and space for businesses and housing. The removal of the highway would increase real estate values. It would be a great investment. See what is being done in Syracuse.
  22. 1 point
    I was at the BQE meeting. That's a done deal. Removing it entirely would be far too expensive, not to mention the time involved, and the BQE in terms of its lifespan is coming to an end so it needs to be replaced and soon.
  23. 1 point
    Yes! Corey Johnson for Mayor 2021! I haven't read that far into it, but this is very impressive! Before spending $4 billion to reconstruct a 1.5 mile stretch of highway, the City should study alternatives to the reconstruction of this Robert Moses-era six lane road, including the removal of the BQE in its entirety. A study and planning effort to overhaul the BQE should start with public engagement and be accompanied by sufficient plans to improve public transit options and mitigate the im- pacts of truck traffic in each scenario, particularly in environmental justice communities throughout the City. The reimagining of the BQE should be coupled with a truck route redesign initiative.
  24. 1 point
    Thanks for posting this. I just updated the chatbox and it should be working now.
  25. 1 point
    Latest updates: -We have put an inquiry in regarding the ongoing QM1 PM issues noting specific trips and how long the issue has been ongoing. We'll update when we have a response. -Per Borough President Oddo's office, the is ready to list the latest round of SIM service improvements for April. -Per Borough President Oddo's office & Councilman Joe Borelli, per Academy, additional changes are coming for the SIM23 and SIM24 -Still awaiting word of the no coins situation on express buses. Myself and the leader of a local Staten Island express bus advocacy group both wrote to our contacts with the request that the Board members reconsider this policy until the new OMNY system has been completely installed, as it unfairly targets commuters in transportation deserts that don't live near subways. -Brainstorming for express bus fliers to begin in the coming weeks -Follow-up comments with DOT requests to be sent either this week or next week
  26. 1 point
    Lex Express tracks are above, and in "the ceiling" at 63 lex upper level. It wouldn't be hardest thing to mine some more rock and build a hallway on the side of the Lex Express tracks (with a wall for noise) to its platform at 59.
  27. 1 point
    last day of yard posting at 179! Midnights switching is a whole different animal...so many bums on the trains. Almost stepped on crap walking between cars. Our subway is so filthy, NYPD has to crack down on these bums. They urinate, defecate, sprawl out on seats, stinking up cars.
  28. 1 point
    It truly is amazing what a few miles per hour can do. All of my trips have been faster and it's thrown off my timing. For the first time in three years, I'm allotting too much time and that's a great thing.
  29. 1 point
    Chill.. I'm not walking from the plaza to my crib for that.
  30. 1 point
  31. 1 point
    Regarding the wanting to put snack machines in the subway: Itll be a waste of money. Those machines are going to get jammed up by those showtime people that sell candy from that basketball program, much like how the swipers jam up the MetroCard machines to sell rides.
  32. 1 point
    That is NOT happening. No local bus is running once an hour. The bare minimum is every 30 minutes. The spans are also too long. The SIM1C runs 24/7. During the week, the SIM2 could run until maybe 8:30 or 9pm back to Staten Island and then have the SIM4C cover the parts that it currently does. Hourly service on weekends is fine, but I wouldn't run it that late. Better to provide some service and then let it grow over time and then add more. This is an example where knowing the demographics makes a difference. Same reason why Queens express bus service tends to end earlier going to Manhattan. Not as much demand.
  33. 1 point
    We still got some horse drawn carriages out here
  34. 1 point
    I don't depend on that so call data MTA use to determined which lines has the most passenger traffic. You have to remember sometimes fare beaters uses the back door and sometimes operators don't even press the F5 to record unpaid passengers. I know on the 41 almost every other stops I see passengers going through the back door or going through the front asking for a ride.
  35. 1 point
    The usually borrows sets from the when it’s split due to GOs. Such was the case this morning for just over two hours.
  36. 1 point
    I wonder, who is actually going to use OMNY until 2023 when the MetroCard is fully phased out? OMNY would only be available on one bus route and a few train stations. Youll basically needs your MetroCard to transfer and the SIM33 is going to have buses show up w/o OMNY installed on it.
  37. 1 point
    Saw an R142A on the today! It went express from E 180 St to Pelham Parkway, and it then came back down out of service. Not sure how/why it ended up on the , but I did manage to grab a photo of it:
  38. 1 point
    The 6 having the heaviest ridership out of 44 41 and 82 (only reason I mention the 82 is because it’s the next line up in Bklyn) I can’t see why they didn’t look into that further... Granted the 6 at certain points isn’t streamlined but I’m sure with enough study an B6 SBS can happen
  39. 1 point
    I don't know if I should call this (Brighton Beach-bound) train operator a noob… he's decelerating at Cortelyou Road and Avenue M. Some kids may have hijacked the back of the train. They're howling like apes, honking the horn, and whispering profanity into the intercom system. Are they also having sex with the train?
  40. 1 point
    This plan spells delay across the board. Not only do you create a bigger merge on Broadway at Canal St, you overuse that switch point to the point where it will fail. The only other way I see what to do is this: Forest Hills to 9th Avenue or Bay Parkway, rush hours some trips end at Canal St or Whitehall St. JC to 95th St This preserves some service on 4th Avenue while giving 4th Av riders a one seat ride to midtown. Nassau has such Potential and yet is never used to its fullest extent.
  41. 1 point
    Y'all are making this much more complicated than it needs to be. The simplest solution is to extend the or to 95th Street to provide additional service. I would advocate for the because extending it would mean that Williamsburg is a simple cross platform transfer away from all of the BMT Southern Division lines. Creating a stub line in this case would be simply wasteful. I read at some point that 95th Street is restricted to turning 10 trains per hour. Since the is scheduled at that, any additional service would require some kind of change at the terminal, assuming the restriction is true. It could be false information for all I know, though.
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