Sparen of Iria

Uh... because the standard LED sets contain Red, Orange, and Green? And besides, they're used to mark Express vs. Local service.

Hey, at least Moses didn't give a **** about NIMBYs when he tore up entire neighborhoods. If there were no NIMBYs, we'd have a to LGA and the reactivation of the Rockaway Beach Line.

Aaah maybe in the 2550 Capital Plan.

And how would the use the Montague tunnel? Would you demolish half of the Bowery Station and take away J train riders' transfer spot at Fulton St? Or would you have the continue to Hanover and then plug into Montague?

Once again, if money appears for a IND S4St/Utica Av line, that would be amazing. But the MTA has bigger problems than this...

Of course. Show the MTA some money and maybe an IND 3rd Av Line or a connection to the IND Fulton Line will happen.

source?

If only we could *do* something about this as citizens and taxpayers.

Every time there is a G.O. that prevents the from going into Manhattan, the train cries I NEED MORE CARS

That's why we need some kind of alternate terminal that's not Jamaica 179... But this is starting to go a little off topic, I guess. Why exactly is the cost of constructing the stations so high? Would building it with columns save a couple million dollars? I'm just really curious why the project is so damn expensive. I don't think it's just the contractors ripping off the MTA either.

Well, you definitely have a point about funding for Phase 2 simply not being there... Part of me is just worried that they're not going to build the other half of the 63 St connector, and it'll fire back in our faces when we have a capacity issue south of 2 Av/55 St sometime in the future. As for the terminal, I wonder how much it would cost just to have a one-station extension from Forest Hills via Local simply to be able to turn more trains? And yeah, it's a stupid idea since the MTA ditched the ROW for the IND World's Fair line and all, but Forest Hills simply can't turn all the trains it gets.

You have a point about the cost. But they're not even leaving provisions. And the way I see it, the express would stop at 72, 116, and then continue towards the Bronx. As is, with only local tracks, a Bronx extension is basically shelved because sending one service (probably the ) to the Bronx would halve the TPH available at Park/125 and any foreseeable crosstown.

Hmm... if the tunneling costs so little, I'm really wondering why they were so against installing express tunnels. As is, they might have to underpin all existing stations to install express tracks... If they even *want* that extra 30 TPH...

btw Is there a cost estimate anywhere for the price difference between cut and cover and bored tunnels? I ask because it's actually EASY to build space for four tracks if it's done cut and cover, the main exception being the Midtown Tunnel, where you have to bore the tunnels or do something stupid/probably hopeless like deepen the tunnel approach and run SAS elevated (but below street level)

Honestly, I think that if they're going to add intermediate stations, they should put one between 55th and 72nd. I believe that it's the biggest gap in between stations. The problem, of course, is that there's no place to put it between 62nd and 72nd, and if it were put at 60 St, it would be too close to 55th (which honestly should be 53rd, in my opinion) Does anyone know if the station platform at 72nd st extends south, north, or is about center on 72nd st?

Thanks for the chart. It clears up quite a few questions I had. But why not 16 TPH on the ? The tracks can handle it.

It's a worthwhile approach in the end. The REAL limiting design here is that SAS is a pitiful 30TPH line with no reroute opportunities in case of construction, and it's being built with no connection to QBL/63 (I think), and it's not being built with a track connection at Grand St (which train yard do the plan to use?!), and they're leaving no provisions for a S4 St line that would relieve the and . And there's no TPH provisioning for a 3rd Avenue Line in the Bronx, unless you send the up 3rd Avenue and hope that the can handle 125th. Which it probably can't. Granted, the probably won't be able to handle SAS on Opening Day. I'm going to go off on a limb and say that the MTA might have to revive the as a rush hour/weekday 6 Av line simply because the can't handle the Upper East Side with its (comparatively) pitiful TPH.

This 'aggressive' scheduling seems hard to believe. But honestly, they have people breathing down their backs on 2 Av, so there's a lot more pressure than with Hudson Yards.

That's true, but I'm under the assumption that for static lines that won't change anytime soon, it's more sustainable from an energy perspective. True, true.

Strip Maps are not outdated. They are more sustainable, cost less energy, and are extremely useful on basically every system that doesn't use intertracking. ...AKA, most of the cities with metro systems.

I'm specifically referring to the Smithsonian station and L'Enfant Plaza. The former had a poorly designed mezzanine-platform system and the latter had a poorly designed street-mezzanine system. I'm also referring to the Sakuramatsuri, where the two stations in question were impossible. People were being dumped on the Largo-bound platform faster than they could exit the station, so trains skipped the station simply because it would be a safety hazard to let more people onto the platforms. As for L'enfant Plaza, I saw a line going around the block, because of the three escalators at one exit, two were going up and one was going down. Nobody bothered to reverse one of the escalators. (Thankfully, New Yorkers have stairs, a wonderful invention that allows people who are in a hurry to bypass the escalators completely. The... exception being Lex/53 with its claustrophobic escalators, but that's a different story.)

They had better not look as soulless and low-capacity as the WMATA stations... Because we are paying so much for them, and the contractors have been ripping off the MTA, and we can't do much about it.

It also makes the stations look horribly generic and dimly lit. And the presence of what I assume to be R211s makes it seem like Phase 1 will be delayed by 5-10 years.

I have been out of NYC for a while, but since the R62As were in pretty good condition, I don't think there were any real problems in terms of delays or broken trains. However, the screwed up signs on the Westchester R142A converts sometimes make it a pain to figure out if the train is express or local, although the super-clear automated announcements have solved that problem. That's probably the biggest plus.

My god we're already discussing G.Os and single tracking on SAS. ...By the time Phase 4 is under construction, 30 years will have passed and everything will need to be replaced.