Jump to content


Attention: In order to reply to messages, create topics, have access to other features of the community you must sign up for an account.

Leaderboard


Popular Content

Showing content with the highest reputation on 05/23/2019 in all areas

  1. 4 points
  2. 4 points
    Your comments are disgusting. In the 21st century, people with disabilities continue to be shut out of the system, and I for one agree with the judge. The seems to have plenty of money for unnecessary mezzanines, but they refuse to find the money to make their stations accessible. Disgusting!!
  3. 4 points
    Get ready for the service cuts
  4. 3 points
    Looks like the Q12 out of Casey Stengal will go Artic was talking to a bus operator and they will be getting new non SBS artics said it will start in the Fall pick.
  5. 2 points
    Judge Tells MTA To Find Money For More Subway Elevators: 'You Find It For Other Things' Accessibility advocate Edith Prentiss commuting by subway in 2013. (Max Rivlin-Nadler / Gothamist) The reason we have as many elevators in the subway as we do now is because disability rights groups sued the MTA in 1979 and won, forcing the agency to install 54 elevators in stations scattered throughout the system. And that requirement later expanded to 100 elevators by 2020. (The 1979 ruling also led to the creation of the Access-A-Ride program.) Now, turning to the power of the courts again, disability advocates want to force the MTA to install elevators at every subway station. Out of 472 stations, only 120 are accessible. The current capital plan includes funding for elevators at 25 more stations. Momentum is building for a more rapid expansion, fueled in part by legal action. In March, a judge ruled that the MTA had violated the Americans with Disabilities Act when it did a $27 million renovation at the Bronx Middletown Road station but failed to install an elevator. Advocates quickly filed a class action lawsuit, building on that ruling. And this week, a judge announced he could have a ruling as soon as next month on whether the MTA is violating state human rights law by failing to install elevators. On Tuesday in State Supreme Court, Justice Shlomo Hagler thanked the gallery full of wheelchair users for showing up to court, and he criticized the MTA for not reaching a settlement with the plaintiffs over the past year. He said not having the money wasn’t an excuse anymore. “No money? Find it. You find it for other things,” he said to the MTA’s three lawyers. “There has to be action, no more talk.” The MTA’s press shop pointed out that New York City Transit President Andy Byford has a plan to create 50 accessible stations in five years and hopes to get full accessibility by 2034. Advocates said they wanted it in writing. "We don’t have any binding agreements from the MTA and that's what we really need,” said Susan Dooha, executive director of Center for Independence of the Disabled, NY, a plaintiff in three of the four cases. “People like Byford come and go; political winds change,” she said. “We need a binding enforceable agreement to make sure the entire system will become accessible, not just a few stations and then stop.” While the ADA requires the MTA to make stations accessible anytime it does a renovation that affects the usability of a station “regardless of cost,” the law also includes a caveat that it has to be “technically feasible.” Maia Goodell, supervising attorney at Disability Rights Advocates, which represents clients in all four current lawsuits, said she believes the MTA hasn’t even bothered to see whether elevators are technically feasible in its station renovations. The MTA won’t comment on any of these cases. In state court, the MTA’s lawyers argued that they don’t have to install more elevators due to a legal technicality: because the MTA is a state agency, and it’s already following a 1995 state ruling to install 100 elevators, it is therefore exempted from following New York City’s human rights laws and the accessibility requirements. Meanwhile, on Monday, the MTA’s transit committee signed off on $17.8 million more in spending for the Enhanced Station Initiative (ESI), a nearly $1 billion plan which has already run out of money. Not only was it scaled back from 32 to 19 stations, but none of the plans includes a new elevator. The only board members at Monday’s meeting to vote against it were Mayor Bill de Blasio’s three appointees. When the recently appointed Transit and Bus committee chair Sarah Feinberg asked if “it makes sense to have a conversation about ESI,” Polly Trottenberg, who voted against it, said, “we’ve had years of it before your arrival.” Stephen Nessen is the transportation reporter for WNYC. You can follow him on Twitter @s_nessen. We the Commuters is a weekly newsletter about transportation from WNYC and Gothamist. Sign up below for essential commuting coverage delivered to your inbox every Thursday. Source: http://gothamist.com/2019/05/23/subway_elevators_lawsuit.php?fbclid=IwAR00OECUR4HE3rP591woxLjIEEpcfs3Y89LY5dr0QwDnXDkxyKus6F2fU8M http://gothamist.com/2019/05/23/subway_elevators_lawsuit.php?fbclid=IwAR00OECUR4HE3rP591woxLjIEEpcfs3Y89LY5dr0QwDnXDkxyKus6F2fU8M
  6. 2 points
    I hope it’s not dead 🥺
  7. 2 points
  8. 2 points
    This says something about bus planning (or lack thereof) in this city: On June 27, 1999, the Q44 began limited-stop service in Queens, with the Q20 split into two branches (Q20A and Q20B) to provide local service. Weekend service was also restored on the Q20A. Since the Q44 became limited, the Q20 was extended south along Main Street to make local stops. At this time, the Q44 was shifted from its historical route in the neighborhood of Briarwood between Union Turnpike and Hillside Avenue. It had previously turned east onto the Grand Central Parkway service road and then turned south onto 150th Street towards Jamaica, the same route employed since 1938 when Main Street dead-ended at the Grand Central service road. This was edited by my fellow editor Tdorante10 on Wikipedia. I love telling this example to people. It is absurd. And, local residents complained bitterly about the loss of service on 150th Street.
  9. 2 points
    Unnecessary. Artics on the Q12, to me, means service decreases for the Northern Blvd corridor (east of Flushing) altogether.... Meaning, this won't end up solely affecting Q12 riders... They want less buses on the road.
  10. 2 points
    Received confirmation from reliable source (school car supervision) that there will be classes for June, July, and August. Be patient. The call will come.
  11. 2 points
    Listen guys this is the last thing I'm ever going to post here Because clearly my future coworkers have alot of negativity in their life. Ms vargas will never tell you anything is official , why because she gets 1000s of calls a day . Shell get 1000 more if she makes any date official . How did we find out about the June class ??? Because someone saw that the list had a update of a number of train ops that they wanted . When did ms vargas say anything was official for June??? She never did and that's my point. I'm pretty sure many people called in may and in April and we would have never known of June until we started getting PE letters. look you guys do not have to take my word about a July and August class, but be very clear about one thing . I get this info from school car itself . From someone that knows how much work they are about to receive based on schedules. A school car superintendent who is above ms vargas and clearly makes the choices of how many people he can take . I work in transit , you guys don't understand how many times a day they "beg" train ops and conductors to stay and work overtime. That being said I believe my source , do you really believe that for June, a potential 60 people class, they would hold a whole weeks worth of PEs and call more than 10 people a day . I don't think so . Unfortunately the last time we were unlucky because the classes stopped , but there was literally a class per month . This time it started back up a bunch was called . But look at the bunch , its clearly greater for more than 1 class . I don't know about ya . But I'm getting in and that's my mind set . Look take the job while you can , sacrifice whatever it is . Trust me it'll work out .
  12. 2 points
    I really don't think this idea is a good one. Dekalb is already at capacity; pulling throughput from the means both of those services run at 5tph. Fixing Dekalb and running up 6th at 10tph apiece means Brighton express and West End get less service to save folks on 4th a cross platform, while we introduce one hell of a merge scheduling issue where we're trying to merge 10tph services with 15tph services elsewhere in the system (think: merge). It also forces weird frequencies on BMT south: forces to run at 10tph, which forces to run at 10 and at 20, and so on. Perhaps most importantly, you're adding yet another merge to the Dekalb complex -- between the and the southbound and the and the northbound at Dekalb itself. It's one thing if we're adding a merge in the Nassau Cut, or somewhere where merging traffic can hold out without interfering with other traffic, but in Dekalb, where a delayed means delays for the or trains behind it? Nah. That junction is already plenty complex. KISS applies to subways, too. We should strive to simplify (to an extent, of course) here.
  13. 2 points
    Your a little over 2 weeks late with that reporting. That bus came from Jamaica.
  14. 2 points
    3238-3247 spotted in service on the .
  15. 1 point
    5846-5849 w/ 5850-5853: Pitkin to Jamaica
  16. 1 point
    Something new to watch for: As R-179's 3238-3247 entered service yesterday (May 22), R-46's 5846-5853 were shifted from Pitkin to Jamaica .
  17. 1 point
    Good show! We have an observation of R-46's 5846-5853, in order, on an train today. Looks like it went over to Jamaica as 3238-47 arrived.
  18. 1 point
    1968. 15tph of RR, 5tph of bankers’ special. Dunno about 11 track yard, but wouldn’t be surprised if there were provisions...
  19. 1 point
    There is no real need or demand for this free transfer anymore. If anything if there is demand add an extra transfer and call it a day.
  20. 1 point
    https://www.androidpolice.com/2019/05/23/mta-tickets-in-new-york-city-will-be-supported-in-google-pay-starting-may-31/ Google Pay will work with OMNY, also you can ask when is the next train arrival in real time via Google Assistant.
  21. 1 point
    Just so you know, bus operators are sometimes the last ones to know what's going on. I wouldn't take what he said seriously. Hold your horses there, champ. The Q12 at one point was considered for artic conversion before the Q44 SBS was implemented. After the Q44 SBS was implemented, they wanted to test artics on the Q12 but they never did.
  22. 1 point
    It’s relatively rare for spur tracks to be affected by GOs; limits may include them, but that’s generally because limits are written in anticipation of the consequent service change rather than of work. Most spurs also are placed in interlockings that allow their occupants expedient access to all tracks, so an outage on an adjacent track would have to affect the actual crossing point to have an effect on access. I agree that gap trains are a palliative solution and need to be used wisely, but I challenge this notion that efforts on the causative end can eliminate their necessity — there’s a degree to which gaps are unavoidable. It’s a misconception that gap trains are only useful in these big, incompetence generated service SNAFUs; you can just as easily use a gap train when you have to remove an interval from service because someone vomited, or when you have trains arriving late at terminals, or simply when you have a slow operator at rush hour and can’t afford the crowding impact of a resultant gap. Those sorts of service jitters are extremely common; having a quick and dirty fix for such inevitabilities of transit that interacts with humans would actually do a lot for service. For whatever it’s worth, gap trains also are operationally superior to our current system of mitigating disruption in that they add capacity instead of relying on short turns or holds or skips to ‘fill’ gaps — so you can make more of a dent on disruption crowds with less of an impact on other riders. Really this all comes down to the price we put on rider experience. Having gap trains on, say, A5 at 30th/8th, VM at 34/7, D5 at Queens Plaza, L1A at 59/Lex, EM at Nevins, somewhere on CPW and somewhere on Jamaica would cost very little in the context of the MTA budget, but would allow for rapid, impactful response to disruption in important parts of the system. Worth it?
  23. 1 point
    As of now there are no plans for more artics at CS. Matter of fact, CS is supposed to be closed and/or relocated soon so no new buses are being sent to CS.
  24. 1 point
    I would keep the R42s as spares, just in case. There is plenty of space in Pitkin to store them.
  25. 1 point
    off topic, is anyone getting weird notification to the posts? im getting 4-5 emails for the same post for some of yall. but also we all should keep in mind many people begins to call vargas, shell probably avoid your calls or give you what you want to hear. nothing is set in stone, they could possible put a hold on the upcoming classes if the city chooses to. play it day by day, its MTA "might take a while"
  26. 1 point
    We're speaking in the context of the MTA's current and past methods, that's not to say that its bad on its own merit. I'm not a fan of the TA's Master Towers for the reason I listed, there's nothing more to it than that. Point is that the implementation is always poor because every decision is made in the penny-wise, pound-foolish manner that follows every organization that constantly focuses on making numbers look good on reports rather than providing sufficient tools for success. Those are the kinds of places that see someone in the Signal Department "always standing around" and decide that the department is overstaffed. Then after the reduction be shocked to find out that the signal department is 90 minutes away because latent capacity gets misconstrued as inefficient.
  27. 1 point
    I mean yes, different skill set, but if we don't want to pull TSSs and don't want to double staff... And of course fixing the toilet is the solution, but understaffing towers is an issue that goes beyond these sorts of edge cases. Tower ops need breaks, and those breaks frequently interfere with service. I'll be sure to post next time Hoyt is left lined to local for 15 mins. Yeah, saying centralization is bad because MTA doesn't know how to properly implement is a bit off. Master towers are understaffed and poorly equipped (see Dekalb or Murphy) but managing disruptions across decentralized facilities is even worse. First off, it isn't like MTA staffs decentralized towers properly either -- setting aside the above single person failure issue, most of the remaining non-critical local facilities are staffed rush-only, if that. That's why the entire goes down if something bad happens on weekends, or why we can't use the crossovers at Utica, Lafayette or Bway Jct to reroute Fulton service most of the time, or why we almost never use 30th St interlocking for anything. Add in the communication and complexity issues intrinsic in managing traffic flows across six or seven independent facilities running with ancient US&S machines, and you have yourself a real problem. Managing disruptions without continuously tracked train IDs in an understaffed centralized facility may be bad -- and investments in master towers should absolutely include proper indication tracking -- but again, not so sure leaving what was there before is at all better. For whatever it's worth, the B division is slated to finally get ISIM-B up this year, which should somewhat aid in this issue of situational awareness. We'll have centralized track occupancy data and an operating theater to view it in.
  28. 1 point
    I signed up and answered the questions for a NY1 Town hall titled The State of Mass Transit: A Live Town Hall. I hope many of you guys sign up as well. We need intelligent people who know the system to attend! https://www.ny1.com/nyc/all-boroughs/transit/2019/05/08/the-state-of-mass-transit--a-live-town-hall
  29. 1 point
    It’s open house (cognitive test and 1on1 interview) > S&D overview> S&D test> panel interview> medical 1 >phase 1> background check > medical 2 >phase 2.
  30. 1 point
    You can absolutely turn more trains with step backs in the schedule and quicker turn a rounds. Should be able to get at least 10 TPH as that's what Whitehall puts out for the IIRC.
  31. 1 point
    You probably can’t more than 7-8 tph on the if it terminates on Essex middle. But with an extended supplementing the , it should still work. You shouldn’t need to cut the back to Chambers. I think this might be well worth considering as a way to do a 2nd Avenue service via Nassau St.
  32. 1 point
    If the MTA realized that a one-size-fits-all approach to transit investment planning isn’t gonna cut it and really decided to attack issues like Rogers and Dekalb head on, we wouldn’t be having this conversation. Dekalb isn’t even a capital fix. The tower there can, IIRC, track train identifications across the bridge from Grand/Canal and from Pacific/Dekalb, so if you simply trusted TOs to punch right and got rid of those godawful camera stops, you’d get a good bump in capacity and interlocking operation speed. Of course, the veritable forest of GTs and control line extensions in the Dekalb area would put a limit on those gains (and are only resolvable with capital $$$) but still, little incremental things like killing the cameras that are a bit more intensive than sign changes but aren’t the next billion dollar boondoggle need to be looked at. Bringing it back to the , the whole Astoria/Broadway/4th Avenue corridor needs a combined operations and capital review. Things like the 34th St merge, the 11th St Cut, the Astoria terminal, the interaction with Nassau, Dekalb, the reliability issues on 4th local all should be looked at on a larger scale because frankly, myopic corridor or line-based treatments don’t cut it in a system with this much interlining/these lengths of routes, nor does siloing capital and operational needs in a system that needs a lot of both, and needs to be targeted with its limited funds.
  33. 1 point
    It's permanent. They simply don't want bus garages in minority neighborhoods. (Never mind that the garages were there before the minorities moved in.)
  34. 1 point
    I like your analogy on maintenance 😂🤔. However, @WestFarms36 pretty much sum up what i wanted to say. However, just like vehicles. Buses have to be maintained. Don’t complain when your bus breaks down.
  35. 1 point
    Before phase 1 there's a physical abilities test. After phase 1, you repeat the physical abilities test along with a full medical and drug test.
  36. 1 point
    ........ The whole Queens Division is like this
  37. 1 point
    I’m going to stop you right there. Yukon Maintenance is OK. However, those buses Yukon sent to Flatbush and Quill went right to the shop when they were transferred and while in service experienced road calls. So let’s cut the notion that Yukon Maintenance has gotten better. Maintenance is OKAY!
  38. 1 point
    He means those raggedy R46’s got a make over yet the 10 year old R160’s got neglected.
  39. 1 point
    Jamaica wants to run their cars to the ground as they did with the R32’s... they’re the B division’s Version of Westchester yard. 😂🤣
  40. 1 point
    I never knew homelessness on the subway was this bad. And a whole car too... City government needs to take control of the situation, it's getting worse and worse by the day. It's not the first time though, I remember a long time ago there was a picture with a similar situation on the train.
  41. 1 point
    With a good TO in the off peak, I've done 42-168 in less than 15 on the , but the whole thing dies during the rush thanks to merges, overcautious operation, long dwells and the overwhelming reluctance to use ST. A shame. Equipment certainly doesn't help. The 46s and (especially) the 68s underperform relative to 160s or 179s, but I think it's important to note that a lot of it just comes down to who is operating the train. While the opposite is certainly the rule, I've flown in 68s and crawled in the 179 before.
  42. 1 point
    @Union Tpke Since you asked for the progress at 86th's uptown elevator to the , I was able to get some photos of it today. Here: Platform level Reconstructed stairs as well Street level
  43. 1 point
    In Manhattan, New York.
  44. 1 point
    Sir: Please read the above statement in bold. The Department of buses is running this. The notion of buses being delivered in consecutive numbers is gone. Each depot will get about 25-30 buses in consecutive order than the rest is mixed.
  45. 1 point
    I didn’t grow up in the NYC school system, so I’m definitely not understanding why kids in the Bronx can attend Curtis High on Staten Island. But what I’m really not understanding is why with all these school buses in this city, 1) the city contracts that service out instead of running school buses directly, and 2) why the city isn’t just giving all students half-price metrocards instead of this means-testing scheme. But remember, I came up in a state where all you needed was a school ID card to get a half-price unlimited monthly bus (and train) pass.
  46. 1 point
    The MTA wasn’t getting paid anyway with the amount of fare-beating by teens. This is just a political move by DeBlasio.
  47. 1 point
  48. 1 point
  49. 1 point
    The DOB is the enemy and the enemy shows no mercy. So what they say goes!
  50. 1 point
    Finally a voice of reason is heard from. The bondholders and the bookkeepers are the powers behind the throne and always have been. Go back to the Board of Transportation, the NYCTA, and now the MTA and its apparent that any improvements only come about when the financial institutions say so. The Governor, or Mayor, is only the public face. Same thing applies to the PANY&NJ. I remember walking around Livonia Yard and , IIRC, the R62a cars were stamped " purchased by the PA " or words to that effect. That agency had the financial resources to make the purchase. I'm old enough to remember when Governor Rockefeller went to war with Robert Moses about the TBTA and the toll money the Governor pulled out the biggest weapon in his arsenal, his brother David, who ran the Chase Manhattan Bank. Moses was permanently neutered from that day forward. Look no further than the bs curve at the north end of SAS phase 2. It was put there to get the northern MTA board members something so they would buy into the SAS picture. I'd bet that Stevie Wonder could see the obvious need for the SAS to continue due north straight into the Bronx Like you rightly pointed out decisions made by people who might as well live in Topeka, Kansas as far as their knowledge of local transportation issues go. The Governor is the public face but the money folk run the show. He's an easy target but that's why the agency was created in the first place. Follow the money trail the bondholders and real estate interests are looking at and then you'll find who runs the MTA. Carry on.
This leaderboard is set to New York/GMT-04:00

×
×
  • Create New...

Important Information

By using this site, you agree to our Terms of Use.