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Union Tpke

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Union Tpke last won the day on March 5

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    Near a stop in Central Queens

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  1. I agree it is easy to fiddle with. That is what was said in the press conference.
  2. I agree. However, if they are strapped for cash, they could do this. CBTC installation on the shuttle is nowhere close to happening.
  3. They could be cheap and just leave R62As on the shuttle.
  4. Adding them on the Van Wyck costs $2 billion! You can spend that on the Second Avenue Subway, the TriboroRx or the Southeast Queens extension, all much better uses of limited funds.
  5. They also set a new goal for reducing delays and increasing OTP.
  6. Is there any space at Coney Island or 207th for expansion?
  7. WRONG! Features of Accessible Stations In improving services to individuals with disabilities, the MTA identified stations where compliance with the Americans with Disabilities Act (ADA) would benefit the most people, analyzing such factors as high ridership, transfer points, and service to major areas of activity. These stations were given priority in our station-renovation program. We are continuing to expand accessibility features to more and more locations. These stations have features that improve accessibility for customers with visual, hearing, and mobility disabilities, as specified by the Americans with Disabilities Act. Their features include: elevators or ramps handrails on ramps and stairs large-print and tactile-Braille signs audio and visual information systems accessible station booth windows accessible MetroCard® Vending Machines accessible service entry gates at subway stations platform-edge warning strips platform gap modifications or bridge plates to reduce or eliminate the gap between trains and platforms telephones at an accessible height with volume control, and text telephones (TTYs) accessible restrooms at commuter rail stations with restrooms (not all station buildings have restrooms) In some stations, ramps constructed prior to the adoption of the ADA Accessibility Guidelines may not meet current ADA standards for slope, landing and handrail requirements. On commuter rail lines, some ticket offices and restrooms are not accessible by wheelchair.
  8. @P3F https://www.opb.org/news/article/portland-oregon-interstate-5-rose-quarter-expansion-hearing/ Opponents of the $500 million Interstate 5 freeway project in the heart of Portland dominated a public hearing Tuesday night on the proposal’s environmental impact. Critics associated with the group “No More Freeways” charged that an environmental assessment prepared by the Oregon Department of Transportation failed to accurately assess the traffic and pollution impacts of adding lanes to a key stretch of I-5 near the Rose Quarter. “If you build a city for cars and traffic, all you get is cars and traffic,” said Portland resident Tim Davis, one of some 200 people who attended the hearing at the Oregon Convention Center. ODOT officials defended their study – and the project. It would add auxiliary lanes along a stretch of I-5, roughly from the Fremont Bridge to the Marquam Bridge in a highly congested corridor that intersects two other freeways. The environmental assessment released in February predicts sizable reductions in travel times along the mile-long corridor by the year 2045 over what would happen if the project doesn’t go forward. At the same time, the report says, it would improve safety while having a slightly beneficial effect in reducing air pollution. Opponents dispute the agency on every count. Portland economist Joe Cortright, an influential critic of the project, said a similar widening project on I-5 just south of the Columbia River never produced a reduction in crashes. And he charged that ODOT failed to provide enough data in its new environmental assessment to show how the agency reached favorable conclusions. “They’ve come up with conclusions that are essentially opposed to all scientific literature on traffic congestion,” he said. Megan Channell, the project manager for ODOT, said it is reviewing a request from No More Freeways to provide additional data on its projections. She said the agency’s findings are based on standard practices for estimating traffic loads. However, the two sides fundamentally disagree on how to model the impact of adding those auxiliary lanes. Opponents say it will act like other freeway widening projects that wind up spurring more traffic. “Any expansion of capacity induces traffic,” said Cortright. “It invites more cars. And then you end up right back where you started.” Cortright and other opponents argue that the state should immediately move to put tolls on the freeway, which they say is a much more effective way to reduce congestion. “If we have any backbone,” said Katy Wolf, chair of the Boise Neighborhood Association, “we should be telling ODOT to be putting a hard pause on [the project] while we wait for congestion pricing to take effect.” Channell noted that the state is moving forward to seek federal permission to study tolling on I-5 and I-205. But she said that’s separate from this project, which she argued would not encourage more vehicle usage. “It’s not inducing demand on the system,” she said in an interview. “It’s making it easier for drivers to merge and weave between three interstates where they don’t have that safe space to do so today.” The project also includes a number of local street improvements intended to improve both vehicle and bicycle travel, as well as conditions for pedestrians. And there would be caps over the freeway near the Rose Center that supporters say is aimed at knitting together the neighborhood on both sides of 1-5. But many opponents dismissed the improvements as minor in scale. Among other things, they say the project fails to provide relief for students at Harriet Tubman Middle School, which is next to I-5. Instead, they argue, the $500 million would be much better spent on a variety of transit and road improvements around the city. Several pointed to major Portland boulevards controlled by ODOT – such as 82nd Avenue on the east side – that have much more significant safety problems, including traffic fatalities. But ODOT’s Channell noted that the Legislature directed the agency to move forward with a project to reduce traffic congestion on I-5 in the Rose Quarter area. It’s one of three big freeway projects included in a landmark 2017 transportation package. The others involve new lanes on Highway 217 in Washington County and on Interstate 205 as it goes through Oregon City and West Linn. The lion’s share of the project’s funding – an estimated $420 million — would come from the higher gas taxes and other levies contained in that 2017 legislation. Channell said her agency is still working with federal and local partners to come up with the rest of the financing. Portland Commissioner Chloe Eudaly, who oversees the city’s transportation bureau, sat in on the hearing. And at one point she said that “as much as I would like to spend a half a billion elsewhere” she can’t do so because “it’s ODOT’s money.” In his own testimony, Cortright urged Eudaly to push the Legislature to reallocate that money to other uses. Aaron Brown, who heads No More Freeways, said there’s an urgency to act more decisively to help head off global warming. “We’re out of time,” he said. “I understand that there are political realities. There are physics realities. There is only so much carbon that we can put in the atmosphere.” Several defenders of the project did testify. Officials representing construction and trucking interests spoke about the value of the project. Owen Ronchelli, executive director of the transportation management association for the Lloyd District, said his group supported the project because it would improve the flow of traffic throughout his area and its livability. ODOT hopes to begin construction on the project as early as 2023. It could then take four or five years to complete, Channell said.
  9. I am not sure how much it would help, but Pitkin could be a good place to stage work equipment from. From what I have heard, the yard is underused, as evidenced by its use for the storage of some of the museum fleet and for the R42s. This would make it easier for GOs in the Rockaways, Fulton, Culver and 8th and 6th Avenues. They really need to expand Linden Yard, which would help Eastern Parkway and the BMT Eastern. I fully agree on the points you make. Do you think connecting 38th to the Culver, which could involve moving West End service to Culver, could help as they could easily bypass via Culver Express? Or, perhaps, a flyover from the yard to West End Middle, and a flyover to Coney Island Yard?
  10. I say use eminent domain, but as the CityLab article notes, there likely won't be enough time to get the federal money for the project. This is a complete disgrace. https://www.nytimes.com/2019/03/18/us/duke-durham-light-rail-chapel-hill.html?action=click&module=News&pgtype=Homepage Political leaders in one of the most progressive parts of the South have dreamed for two decades about an ambitious plan for a transit line connecting Durham, the home of Duke University, with nearby Chapel Hill. Funds were pledged and renderings were drawn. But in recent days, Duke, which has labored to turn around its reputation as a privileged cloister, has brought the plan to a shrieking halt. It unilaterally rejected the proposed light-rail route, which would have cut across its property. And the resulting moral outrage has felt strong enough to power a train. Representative G.K. Butterfield, a North Carolina Democrat, said he was “appalled” by the university’s decision. Wib Gulley, a former mayor of Durham, compared it to the moment when Duke called in the police “to gas and beat students” amid civil rights protests in 1969. And Kevin Primus, a former manager of the Duke men’s basketball team, said the rejection of the light-rail plan justified the school’s reputation among African Americans like him, who still occasionally refer to it as “the plantation.” https://www.citylab.com/transportation/2019/03/durham-light-rail-duke-gotriangle-transit-research-triangle/584839/ The Durham-Orange Light Rail Transit project, or DOLRT, is a planned 17.7-mile line linking Durham and Chapel Hill, North Carolina. The plan is two decades in the making—born of an ambitious 1990s scheme to stitch the state’s booming Research Triangle region together via rail. Since then, DOLRT has consumed more than $130 million in public money. In 2011 and 2012, voters in Durham and Orange counties approved half-cent sales taxes to fund transportation improvements, including the light rail, to better connect major employers like UNC-Chapel Hill, Duke University, N.C. Central University, a VA hospital, and businesses in bustling downtown Durham. Construction of the estimated $2.7 billion project was to start next year; an application to the Federal Transit Administration was due this spring for federal funding of $1.25 billion. The state agreed to contribute $190 million. But all this came to a screeching halt on February 27, when Duke University officials said they would not sign a cooperative agreement. (The project required 11 partners to ink cooperative agreements; only Duke, Norfolk Southern, and the North Carolina Railroad Company, which manages a major rail corridor, remain unsigned.) A week later, Duke declined a request to participate in a mediated negotiation with GoTriangle, the region’s transportation authority. Duke’s bombshell is likely to spell the end of the line for the project. GoTriangle officials are trying to figure out next steps, but there’s no easy path forward. For city and county officials who have made light rail the centerpiece of the region’s planning, the university’s decision has been greeted with shock, dismay, and fury. “We need this for the quality of life for our region. If we don’t have it, it’s a tremendous blow,” Durham Mayor Steve Schewel told CityLab. “We either get this, or we are back at square one.” Schewel said all options remain on the table, including using eminent domain to acquire Duke property. But the mayor acknowledged that the process is unlikely to be successful, given deadlines imposed by the state. It could also lead to a lengthy legal battle.
  11. @RR503 From signal problems: The additional tracks at Jamaica Yard can be seen here: http://www.trainsarefun.com/lirr/lirrextralist/MTA Transit Diagrams/Schematic Track & Interlocking Diagrams (2019-01).pdf They went into service on January 20.
  12. Specifications include, but are not limited to: unisex toilet, facility room, cleaners room, storage room, and a new ADA compliant ramp with handrails at the South End of the platform.
  13. It wasn't an ADA Key Station, but has ramps because it is an at-grade station. Even though users with wheelchairs can use it, not all aspects of the station are ADA-compliant, making this work necessary.

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