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.

Gong Gahou

Veteran Member
  • Content Count

  • Joined

  • Last visited

Community Reputation

129 Excellent

About Gong Gahou

  • Rank

Profile Information

  • Location

Recent Profile Visitors

539 profile views
  1. Hello, and welcome to the forums! For one, Cleveland's Red Line doesn't have the same ridership and capacity compared to NYC's L line. The Red Line has a daily ridership of ~27k riders according to Wikipedia; the L line serves more than eleven times the amount (300k riders). Passenger capacity on both lines are also different in two ways: 1) trains on the former line doesn't run as frequently (varies from 7-15 mins) as trains on the latter line (generally 4-6 mins from day to evening), and 2) the former looks to be composed of two cars per train, while the latter has eight cars per train. There are also a lot of vehicles on the road during rush hours. I can't say what happens on a daily basis with the Williamsburg Bridge (closest bridge to the L line), but from my past and current experiences with my parents driving in South Brooklyn (Interstate 278), over the Brooklyn and Manhattan Bridges, and Eastern Manhattan (FDR Drive) I can say there is a lot of car traffic during those hours and travel times can be slow. As they are one of a handful of bridges with no tolls (Williamsburg Bridge is one of them), many drivers will opt to use them over the other East River crossings. With L service severely reduced to 20-minute headways on just one track, there is not enough capacity to carry most of the riders between the boroughs; passengers will need to look for alternative modes of transportation, whether it be cars/car service, other subway lines, or buses. Other subway lines may not be able to absorb the extra passengers since they already have to deal with straphangers in the areas they serve. Car service will increase the impact of congestion even more, as I alluded to in the previous paragraph. Local buses have a schedule but often don't follow it, with one primary reason being road traffic; service will be even more unreliable due to such congestion. Shuttle buses will help out somewhat by taking extra cars off the road, but with no dedicated bus lanes travel times will vary. A bus also carries less people than a train; more buses will be used to compensate, creating strain on the existing bus system as the reserve fleet will be used for the L shutdown instead of backup for the local bus routes. I might have some slightly inaccurate info, and I might be leaving out some information, but this is just a general idea of the magnitude of the problem without going into such specific detail.
  2. Gong Gahou

    Your Transit Memorabilia

    @Engineer Can you verify that what you wrote is correct and that the metal divider "internally divides" both halves? Your description seems to indicate that the divider is a flat disc, with what I presume to be a small hole in the center where the lamp can fit through and light up the top half of the globe. Although this is an earlier design, I still find this strange - I always thought a metal ring separated the two halves and that internally there is only empty space; an official drawing for the current design also confirms this.
  3. Gong Gahou

    SUBWAY - Random Thoughts Topic

    You don't hear about it because it wasn't too disruptive or news-worthy; the damage was minimal and did not affect the integrity of the structure. No money was spent on replacing the damaged parts, which means evidence of damage can be seen on the mezzanine and overpass beams/girders. Clearance for Astoria Blvd under the mezzanine is 12.5 feet for the most part while Pennsylvania Av is 12 feet 10 inches; the structural damage would be more severe had the same truck that damaged the latter station's mezzanine passed under the former station. Those replacement signs are really thin sheets of metal that are generally bolted onto existing signage—although they can replace the enamel sign should the agency choose to do so. For this sign, the text is carefully cut and pasted onto the sign, and then the entire text and background is laminated with some translucent white sticky layer; it is after the lamination process that the black background—which is actually glossy and smooth—takes on a matte-like finish. The MTA uploaded a video showing and briefly describing the construction of this type of sign at the Bergen Street Sign Shop. They are less durable, but that is the point. Such signs are used because they are more economical; it costs less to reuse old enamel signs as a foundation for the sheet metal signs, as opposed to replacing the old sign entirely with new enamel signs. They are used as temporary signage during construction work, or really on any sign whose text is prone to multiple changes over the course of the expected lifespan of one enamel sign (i.e. train information signs on platforms). They can also serve as an interim until the agency gets around to ordering new enamel signs (whenever that may be); this should be what you are seeing with the changes to the station name signs.
  4. Gong Gahou

    R211 Discussion Thread

    From the full car mock-up and renderings, no accordion-like object is shown; it can be assumed that the plan is to have open gangways for every 5-car set. It is unlikely the entire 10-car consist would be interconnected because there would be resistance to this idea; to do that would mean either 1) very cramped cabs for conductors, or 2) the conductor position in the middle of the car is eliminated. Keep in mind that open gangway and articulated have different meanings; one does not equal the other. The Toronto Rocket is not an articulated train, but it has open gangways.
  5. Gong Gahou

    SUBWAY - Random Thoughts Topic

    If they plan to retile the columns, I really hope they actually use curved corner tiles just like what they did with Hunters Point Avenue. But I won't be surprised if that does not happen; aside from that station, every single retiling attempt has removed the rounded corners that have been a staple in the Dual System and IND stations.
  6. Gong Gahou

    R179 Discussion Thread

    I see you are very confused. Here's a simple breakdown of the math: 1 train = 8 cars (in this scenario) One-half of a train = 0.5 train = 4 cars 76 cars divided by 8 cars per train will give you 9.5 trains, or nine 8-car trains and one 4-car train
  7. Gong Gahou

    R211 Discussion Thread

    Open gangway does not equal articulated, and vice versa. Their meanings are separate from each other. The Toronto Rocket is an example of a non-articulated train with open gangways, and—while not an ideal example—some freight cars are articulated but have no open gangways.
  8. Gong Gahou

    SUBWAY - Random Thoughts Topic

    Well, you had better believe it now. I am very certain there is no full length mezzanine because the station is too close to the surface. This is evident by looking at how close the platforms are to the station house, which is generally at street level. The "evidence" that you mentioned - and I believe I know what you are referring to, after close examination of the station - is not actually evidence of any mezzanine (or former station house, in case you might be wondering). Its really just a plain ventilation structure, its function exactly the same as the grates you see on the sidewalk. Further proof that this is a ventilation structure can be seen east of the station, where a similar structure exists above the tracks. In addition, if you examine the ventilation structure closely, both inside and outside of the station, you can also see just how close the western portion of the station is to street level. transitfan111 is correct. Think about the work needed to construct an elevated line as opposed to building a subway. For a subway line, long stretches of public land needs to be excavated for tunnel construction and covered up when complete, plus extra work needs to be done to relocate/modify any utilities blocking the way and allow pedestrians and vehicles to cross over the construction area. With elevated railways, work would be limited to the erection of columns on ground level to support the elevated structure as well as the rest of the elevated structure itself. I'm speaking generalities here; you can find more information here since it has been discussed before on this forum. As for a reliable source on the cost issue, I think this excerpt from an Engineering News article drives this home. It is dated 1915, after the Dual Contracts was signed, and it focuses on the topic of building elevated railways in New York. Cost of Subway and Elevated Structure Per Lin.Ft. of Structure Total Three-track subway........................$300 to $500 $63,000,000 to 105,000,000 Three-track elevated -Solid floor. $200 42,000,000 -Open floor. 125 26,000,000 Note: nearly all of the elevated lines in the NYC subway system is of the open-floor type. Examples of closed-floor would be the elevated portion between the Williamsburg Bridge ramp and Marcy Av, where the trackbed contains ballast; as well as the reconstructed portion of the Myrtle Avenue Viaduct, which has a concrete trackbed. South of Astor Place the line runs under Lafayette Avenue, and north of Astor Place it runs under Fourth Avenue. Take a look at the street grid at that location to understand why the line must make those turns.
  9. It already has - parts of the ceiling have already fallen off, with some areas exposing the steel beams the concrete once covered. A good chunk of concrete debris fell down as recent as 2017 (I can't remember exact date and didn't stop to take a picture); it fell onto the non-revenue track next to the southbound platform.
  10. Gong Gahou

    SUBWAY - Random Thoughts Topic

    It's been that long? Well, it's about time - I was wondering when the new signal heads would go live ever since I spotted the ones at 34th Street last year. I thought they would be placed into service as soon as the rest of the signalling equipment was set up for their particular block.
  11. Gong Gahou

    SUBWAY - Random Thoughts Topic

    A couple of things are taken into account. Some of the factors: Crossover design: Generally speaking, the size of the crossover affects the speed trains can traverse through them; longer crossovers will mean higher speeds. Also, if no double crossover(s) is/are used, multiple single crossovers are used to compensate; this can affect terminal capacity. Crossover location: The further away it is from the terminal, the longer it takes for trains to traverse the distance between it and the terminal. Stub-end tracks: Because tracks end at the station instead of continuing several feet beyond the station, trains must enter the station very slowly for safety reasons. That's all I can think of right now. Those who know more about this subject, feel free to add on to or correct my response.
  12. Gong Gahou

    Conductor 6601 Hiring Process

    The phone number I was given leads to the OLHA (that's what the receptionist wrote; no idea what that means), so I don't think it would be of much help. Weren't you given a number to reach her after you deferred?
  13. Gong Gahou

    Conductor 6601 Hiring Process

    I deferred last week and attempted to get my number restored today. For those who are planning to defer their appointment in person: You will be given a phone number and the location of DCAS. The phone number is to check for the list number they have reached so far for this exam; I was told they were in the 200s. If your number is less than this, then they have passed your list number and your next step is to arrive at that location to restore your list number. As my number is in the low 300s, I can just come in next Monday to start the pre-employment process. Keep in mind that it can only be Monday of the week; you can't just come in any day on that week. This is the information I received from the person who answered the phone. Hope this helps.
  14. Gong Gahou

    42nd Street Shuttle Update

    After re-reading the contract description, I agree. Extending the platform 360 feet to the east of the current center platform would be more than enough for a five- or six-car train and place the new platform along the straight portion of the tunnel. I also did some calculations and found out that 28 feet is the width of the platform across two tangent tracks; it will be wider if situated on curves.
  15. Gong Gahou

    42nd Street Shuttle Update

    If that is the case (and I believe they will be using one large platform), then it has to be in-between tracks 1 and 4. I don't know whether it was officially stated that the entirety of Track 4 would be decommissioned, but, if the contract information listed in the OP is to be believed, the platform cannot be situated between tracks 1 and 3. One piece of information is being overlooked: that the platform is to be 28 feet wide. Considering the tunnel construction for the Contract I subway, along with the fact that the station lies on a curve, a 28' platform must take up at least two trackways,


Important Information

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