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Gong Gahou

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  1. From what I can see, the flooring is all concrete, which is a bit strange; while this is not the only station rehab where the MTA decided not to tile the floor, I was expecting tiles since the northern portion of the mezzanine already has them. In addition, many of the light fixtures that were there prior to closure remain in use, many stairways retained their original railings (with minor modifications), and the retiling work maintained the recessed spaces that were used for advertisements back then; I would have expected all of that to be removed/replaced. Overall, I like what I am seeing; it is like a return to the past. Hopefully the shortcomings from this rehab is not an indication that the reopening is intended to be temporary. Not surprisingly, they decided to keep the remaining portion of the mezzanine and the stairways to Grand Street shuttered. Understandable, but saying that they will "probably never" reopen is so exaggerated that it is pretty ridiculous. They serve the station's namesake street and have a bus line that runs on those streets. All the cosmetic work done in the station houses would be a waste of money if they were to remain closed for the foreseeable future. Unless there was prior notice to the public beforehand and unless this is what people want, expect them to reopen. Something about Sea Beach rehab that is more related to this discussion at hand: after being closed for 30 years, 8th Avenue's second entrance at 7th Avenue has reopened since last month.
  2. @Engineer Thanks, that picture confirms what you said as well as my description of what I assumed you were talking about. In hindsight, I should have worded my response better - I feel a bit silly asking you to confirm something you can clearly see with the globe right in front of you, so I apologize if you might have taken any offense from that. Regarding the lighting, if you plan to use it in your room, your typical residential light bulb is probably sufficient. Just make sure it fits through the hole and that the bulb is omnidirectional. But if you're interested in the bulb that NYCT used, I can tell you that they are using either a high pressure sodium (HPS) or metal halide (MH) lamp; the drawing shows an outline that indicates they use that kind of lamp, and the LED bulb they use has specified that it is meant for replacement of those aforementioned lamps. MH lamps can go as low as 3000K (which is a warm white color that is a bit whiter than the capsule CFLs used to light up the subway tunnels), and HPS lamps are really warm to the point where they look orange-ish (street lamps used the same thing before NYCDOT changed to LED). The diameter of that divider is going to be the determining factor in what bulb you can use; a quick look online gave me a 2.125 inch diameter for HPS lamps and 2.5 for CFLs, so see what works for you.
  3. 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.
  4. @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.
  5. 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.
  6. 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.
  7. 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.
  8. 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
  9. 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.
  10. 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.
  11. 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.
  12. 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.
  13. 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.
  14. 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?
  15. 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.

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