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  1. They could run some to 96 weekdays too, might decrease the need for so many and to 96 st?
  2. You might also consider that the locals would have a lower speed limit and that the local T/O would likely slow down passing platforms.
  3. Both the depicted locations have shields over current construction. I can't imagine what else the construction would be for.
  4. http://www.pcac.org/wp-content/uploads/2014/09/2001-Reopening-Closed-Entrances.pdf page 12
  5. as a pretty new member myself, this constant bickering about fleet swaps is absolutely pushing me away. I strongly agree with @CTK246 above
  6. They're only 600' cars, so the curves result in less squishing on the inside and a smaller gap on the outside.
  7. Those are how much the train weighs. The newer trains weigh more. You keep not understanding that. That means that using newer trains won't increase the number of trains that can go on the bridge at once. I'm not sure how that can confuse you. Please show me statistics to support your claim that people go from a southbound to a southbound ? This seems like a very unusual pattern since almost everyone goes to Manhattan, and most of them go to Midtown (this is emphatically supported by data and is why the midtown reroute is such a success). Almost nobody took the from Insert other media Brooklyn when it ran to Bay Parkway, that's why it was cut back! Why would extending the be any different? Why not take the ? Well, for one, maybe they live on the east of where the diverges!
  8. Most of those transfers are Williamsburg to Midtown transfers for riders who prefer the to the ... almost nobody is going from far South Brooklyn to Williamsburg via Canal St. Anyone who wants to go from South Brooklyn to FiDi should transfer to the . All stats for empty trains. Note that the newer trains have a higher max capacity, so the difference increases when fully loaded. R160 weight per car: 85,200 lb. Weight per train: 852,000 lb. The R143 is about 2000 lb lighter per car. The R179 isn't something I could find. R68/A weight per car: 92,720 lb. Weight per train: 741,760 lb. R46 is a touch lighter. R32/A weight per car: 79,930 lb. Weight per train: 799,300 lb (post rebuild) R32/A weight per car: 70,000 lb. Weight per train: 700,000 lb (as delivered)
  9. Subway cars are not getting lighter in weight. This is a myth that comes up frequently. A full R160 set is moderately hevarier than a full R68 set, for instance.
  10. Subway deserts - No lines were ever built there. Lines were built to serve the highest-need neighborhood which did not yet have service. Only finitely many lines were built, so the sections which were deemed to have the most need received service and everyone else has to walk. Also, the 3rd Ave El was demolished. East-West service - in your own words, "It clearly was built just to get to and from Manhattan." Why? Because that's where almost everyone wants to go (especially true when it was constructed).
  11. There are a variety of well-document reasons that this is not a good fit for New York. For one, unlike many cities, where the wealth is distributed further and further from the city, and thus those who live further away can afford to pay more, those who live at the end of the Subway range definitely don't have the means for this. Both SEPTA and PATCO's both-end charges, as well as Caltrain (basically what Key is modelled off of), BART, and WMATA, are all characteristics of a network which reaches into the suburbs.
  12. ALPs can do it on the fly - everything NJT owns but the Arrows can.
  13. Sorry, I had been trying to say 'a connection from to would be at least as difficult as the proposed Dey St connection, and much harder than the new to connection' and then I had to clarify what the Dey St connection was and why the to connection had been chosen instead. However, unlike Dey St, I don't believe to was ever seriously considered due to nearby transfers that exist.
  14. No - there was supposed to be a physical in-system passageway under Dey St, right next to the out-of-system one. It's actually an extremely short walk to the . However the now connects to all the Fulton St lines becaues of the WTC connection. (and at Canal and at Union Sq)
  15. The decrease in merging on the Broadway Line would allow for increased service is the idea. This was discussed at one point in the 2 Av thread. However it would be moot once the comes online since then increased would not be necessary anymore. Sorry for off-topic. Re: R211, can someone confirm that the idea is that the subsequent orders can be the open-gangway model if it is determined to be a success, and that is why the order is broken up into several contracts the way it is?
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