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bobtehpanda

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bobtehpanda last won the day on February 16

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About bobtehpanda

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  1. bobtehpanda

    Second Avenue Subway Discussion

    Engineering is the easy part. Politics is the hard part. And y'all know the MTA ain't good at that. See: nuclear power, GMOs, vaccines, etc.
  2. bobtehpanda

    Second Avenue Subway Discussion

    Y'all are making your points of view from the viewpoints of a railfan. Just because it's technologically possible and sound doesn't mean you'll be able to convince the public. If you don't think that every single business owner or homeowner or landlord or renter or neighborhood busybody would do everything in their power to stop an el at their doorstep, I have a bridge to sell you.
  3. bobtehpanda

    ADA-Accessibility - General Discussion

    I thought Junius/Livonia transfer was fully funded. Is ADA not a part of that?
  4. bobtehpanda

    Ideas to Alleviate Severe 7 Train Overcrowding

    What's the saying? The best time to plant a tree is twenty years ago, and the second best time to do it is now? Same applies for a subway. It's a long term solution, but it's going to never be a solution if we keep whining about how it takes too long and putting it off. At some point I would hope a new subway gets built in my lifetime in Queens because the buses and ferry will never be enough. Queens is about to become the biggest borough by population if it isn't already, yet it's got the second-fewest subway connections of any borough to Manhattan. I thought our city was full of people who could walk and chew gum, but this toxic mindset has gotten into everybody's heads, which is why we don't have nice things anymore. My new city has plans for transit, housing, development out to 2040, with buses, trains, ferries, all of the above. New York's plan for 2040 appears to be crying while sitting on its hands.
  5. The day the police file tickets against their "brothers" is the day de Blasio grows that leftist spine he claims to have. I'm not going to hold my breath.
  6. bobtehpanda

    De-interlining: Problem or Solution?

    I think they are interchangable, but only the northern half. North of 34th St the two lines are never more than 1000 feet away from each other, which is why I don't think the 11th St connection is very important in a world where we have four tracks of Manhattan-QBL. Although we probably need the 59-63 connection to not make 51-53 a total shitshow Just curious, how would this work with the various flavors of weekend/off-peak we have today? It's hard to envision.
  7. I mean, you know some people would get their britches in a bunch about having the precious car lanes taken away even more than they do now. The Woodhaven SBS thread was what, 60+ pages long? You had those rich people in Chelsea getting up in arms over a dedicated bus roadway on 14th St, which is probably why Cuomo killed the L train shutdown. And we saw the same exact thing when they had that proposal to bus-only 34th St. Could you imagine the ruckus if they started doing something as simple as building curbs for the bus lane? (Linked image is Paris - look at how narrow the street is!)
  8. bobtehpanda

    R211 Discussion Thread

    WRT maintenance concerns specified in this thread, I don't know if the S stock is handled like this specifically, but generally rolling stock contracts in the UK and EU also contain maintenance, in addition to building the fleet. IMO the biggest beneficiaries of plug doors would be buses. At least on trains the doors don't do anything daft like opening inwards and reducing standing room in the vehicle.
  9. Stockholm decided that putting a concrete shell around their stations was an unnecessary structural maintenance expense given the geology there. It looks better in other stations.
  10. bobtehpanda

    Extensions of subway?

    Can this thread die and can you guys just post in the regular thread for this crap?
  11. bobtehpanda

    Department of Subways - Proposals/Ideas

    Interesting tidbit pulled from another thread: @East New York, I have no idea if you're at liberty to say, but what would such a thing have looked like?
  12. Craig Wollenstein is a professional transit trainer who teaches people with disabilities how to commute by bus and subway. But Wollenstein, who lives in Park Slope and uses a wheelchair himself, doesn’t have an accessible subway station nearby, so he’s forced to take a 40-minute bus ride before he can even get on the train to meet his clients. “It’s hard to motivate other people to get on the train when I don’t even live by [an accessible station],” he said. Wollenstein was among roughly 80 people who showed up to a three-hour-long hearing Wednesday night at MTA Headquarters about the agency’s plan to upgrade at least 50 stations in the next five years. As part of MTA President Andy Byford’s Fast Forward initiative, the goal would be to ensure that New Yorkers will always be no more than two stops from an accessible subway station. The public meeting, while previously scheduled, occurred a week after a young woman’s death on a set of subway stairs prompted a citywide discussion about public transit accessibility. But the upgrades promised under Fast Forward are contingent on funding though the MTA’s 2020-2024 capital program. MTA officials say it’s difficult to predict how much the upgrades will cost, since each station is different. The previous capital plan, which covers 2015-2019, budgeted more than $1.3 billion for 28 accessibility upgrades across various stations. The 2020 plan is expected to be finalized at the end of 2019, officials said. Billed as “a discussion about the next accessible subway stations,” Wednesday's meeting gave New Yorkers with disabilities a chance to weigh in about which stations they thought should be highest priority for accessibility upgrades like elevators and ramps. Soliciting opinions from New York’s disabled community was a new strategy for the agency, said MTA accessibility chief Alex Elegudin. In the past, “the stations that we made accessible were selected by statute, so there was not a lot of discretion in terms of what stations came next,” Elegudin told the crowd. “But now we’re at a place with the Fast Forward Plan where we get to talk to you, talk to the community, look at stations throughout the system, and make the decisions as to which stations will go next.” Currently, the MTA says that 24 percent of its subway stations are wheelchair accessible. However, a recent study by the Manhattan Borough President’s Office suggests that the actual percentage might be even lower. And even when stations do have elevators, they’re often broken or otherwise unusable. Elegudin and Byford listened as attendees spoke passionately about broken elevators, inaccessible stations, and incomprehensible announcements. “When the [escalator] goes down, it’s 134 steps,” said Brooklyn Community Board 18 vice chair Michael Ien of the Broadway Junction station. “That is tragic there.” One wheelchair user, Blanche Bush, said the MTA had done a “shoddy job” on the renovation of her station in East New York. “Do you not think that we use the trains?” Bush said. “Our money is the same color as yours. We deserve the same thing you’ve got in your area.” “I can’t turn the clock back," Byford responded. "You’re preaching to the converted.” Byford, who became president of the agency in January of 2018, appointed Elegudin this past summer as the MTA’s first Senior Advisor for Systemwide Accessibility. The new role is part of Byford’s push for subway accessibility, which is one Fast Forward’s four pillars. In addition to transfer points and stations with high ridership, attendees said that the MTA should prioritize stations close to hospitals, schools, support services, and cultural attractions like museums and stadiums. Attendees also stressed the importance of modifications for deaf, hard of hearing, and visually impaired New Yorkers, like bumpy tiles along platform edges and text-based service advisories. “We’re getting consensus across the board,” Elegudin said after attendees suggested that the Parkchester 6 stop, which serves 16,570 people each weekday, be prioritized for accessibility upgrades. “It’s beautiful.” Elegudin and Byford ended the event by promising attendees they’d collate and act on their suggestions. In the meantime, New Yorkers with disabilities have to make do with buses, the 118 or so accessible subway stations, and alternatives like Access-A-Ride. “The goal would be to have 100% accessibility,” said Eli Ramos, who added that he was happy to see Elegudin, a friend of his and a familiar face in New York’s disability community, leading the discussion. Elegudin, a wheelchair user himself, founded multiple disability-related nonprofits before becoming accessibility manager for the city’s Taxi and Limousine Commission. Orbit Clanton, deputy executive director of Perceptions for People with Disabilities, said he felt like they’d made some progress. “If you really want to make a difference, you listen to the community,” he said as the attendees filtered out of the building and into a fleet of waiting Access-A-Ride vans. “The voice of the disabled community was heard tonight.” http://gothamist.com/2019/02/07/wheelchair_mta_accessibility.php
  13. bobtehpanda

    Department of Subways - Proposals/Ideas

    The problem is that we need all the transfers we can get, and SAS is pretty bad. Maybe you could dual-stack two track pairs like the 63rd St tunnel.
  14. bobtehpanda

    Redesign a Line

    Alright, bear with me, but this is going to get real crayon-y. BRONX: Swap the and . This Pelham Line cuts from Westchester > 163rd > Westchester. This WPR stays on Southern. Hunts Point Av is a major transfer station on the scale of Jackson Heights. Lexington Av Local - to Wakefield and to Dyre. Lexington Av Express - to Woodlawn and to BPK. Seventh Av Express - to Parkchester and express to PBP. WESTERN QUEENS/NORTH OF MIDTOWN: 60th St tunnel is four tracks. Flushing line is four tracks. They're connected and the entire thing is BMT. Local tracks take over the Whitestone Branch to Malba. Express tracks terminate at Broadway LIRR. 42nd St Line goes to Astoria. 53rd St is four tracks the entire length. The Sixth Avenue Line becomes the Queens Blvd local tracks. All four tracks head under Broadway, there is no express diversion via Northern. 63rd St does not exist in this timeline. Crosstown line terminates at a lower level of Queens Plaza. Queensboro Plaza and Queens Plaza are one station. DOWNTOWN MANHATTAN/DOWNTOWN BROOKLYN Cranberry St tunnel is four tracks. But not in the way you'd think. Express tracks are 8th Av express and local tracks are Broadway local. There are platforms at Atlantic Barclays to connect with the BMT and IRT. 8th Av local goes over the Broadway Line south of Cortlandt St. After Montague there are two branches: the 4th Avenue local and the Myrtle Avenue elevated. Through service from the Nassau Street Line to Myrtle Av does not exist. The Crosstown Line is an el using Manhattan Av, the BQE, and Bedford Av before joining up with the Franklin Av El, which is still ten cars long. EASTERN BROOKLYN AND QUEENS Instead of the Fulton Avenue Line replacing the Fulton El east of East New York, it replaces the Jamaica El. There are four tracks running from Downtown Brooklyn to Woodhaven Blvd. At this point, the express tracks go down the former Rockaway Beach Branch to the Rockaways. The local tracks proceed to Jamaica via Jamaica Avenue. Downtown Jamaica looks very different. There are four tracks underneath Hillside; the Queens Blvd express runs onto the Hillside Av express. The Fulton/Jamaica local is the Hillside local. The Queens Blvd local runs underneath Jamaica Av and ends at 157/Liberty. The Nassau St line runs over the Broadway el onto the three-tracked remains of the eastern Fulton Avenue El. There is no skip stop, but a <J> express from Lefferts Blvd runs during the peak hours. And that concludes this episode of Wallyhorsin Around. Maybe I'll get bored and do a map of this.
  15. bobtehpanda

    BUS - Random Thoughts Thread

    This is what happens when kids start beating up old delivery men, and why people can't have nice things.

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