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RR503

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About RR503

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  1. Last of my stuff for sale

    If I can find the time, I’ll stop by.
  2. SUBWAY - Random Thoughts Topic

    Double post sorry — delete plz
  3. SUBWAY - Random Thoughts Topic

    Wholly agree, but you missed my point. I was saying that it’d be ridiculous to say that the service expansions related to the opening of SAS are the thing killing the agency. That’s a truism if I ever saw one. Name one institution for which that isn’t the case. We make up for this fact by instituting service cuts when times get bad. Unless I’m reading a whole lot of fake news, we’re not in a recession now. You again missed my point though. I’m saying that WAMTA has to face recession equivalents every time a republican walks into congress, making their budget process up for stabbing every two years. Bad phrasing on my part — sorry. I was trying to say that the regions dependancy on public transit gives the agency’s issues much more weight that WAMTA’s. Which is just true. Look at the amount of press/wing flapping these days. Again, totally with you on negotiation. But I don’t see how maintaining a state of good repair in terms of service is in any way a less worthy goal than doing the same in maintenance. If you don’t make sure the MTA is keeping up with regional needs, you’re still failing. Yes, I agree this isn’t the time for things like the red hook , but it is the time for for, say, a little more late night B61 service. We shouldn’t force the MTA to cannibalize it’s utility to fix another problem, because then, if you’re right, we’ll be left in a cycle, where the agency is forced to prioritize maintenance over service, then service over maintenance, then maintenance over service again, etc. My point here is that the only way to fix the MTA is to increase the size of the pie — to make it be able to “walk and chew gum” at the same time. Whether you do that through more funding or less waste I don’t care, but that’s just the basic reality that underlies this all.
  4. SUBWAY - Random Thoughts Topic

    I understand that — I happen to have worked a good deal with TA finances. What I’m saying is that, in Lhotas words, the system has to be able to “walk and chew gum” at the same time. The logical conclusion of your line of thinking is a service freeze until the entire system is in a SGR. As you can see from the recent additions of service on the , , and myriad bus lines, that can’t be done without making the system functionally obsolete instead of mechanically. I also find the incessant comparison with the DC metro is a bit invalid. In NY, you have a (relatively) simple control structure, with two states in control of an agency which serves the most transit-heavy region in the country. In DC, you have a much smaller transit user population juxtaposed with one of the most governmentally complex areas of the country. The WAMTA’s budget is determined in large part by the ever changing federal govt, and then also by the state and local governments of two relatively swingy states. In NYC, whatever the issues may be, the MTA has to face much less unpredictability in funding, and has much, much more clout politically. The WAMTA simply can’t predict what’s coming down the pipe, which severely hinders their ability to maintain service in some non-rollercoaster-y fashion while also doing maintenance. It’s that that’s killing their system, not service expansions. What you’re saying about service adjustments killing WAMTA is analogous to saying that the SAS opening is killing the MTA — not the years of governmental mismanagement and neglect. While I’m all for trunk shutdowns and bus network rationalization, I don’t believe we can hit pause on the MTA and then clean up our mess. This isn’t trainsim. The MTA needs to continue — indeed better — its service to the region while putting its diaper back on. (This applies to so much more than my little train idea)
  5. SUBWAY - Random Thoughts Topic

    This’d cost a pittance, and would be drawn from the operating not capital budget. I doubt you’d even need more trains. Small loss for a more useful service — I’ll take it.
  6. SUBWAY - Random Thoughts Topic

    It is. It proves it’s feasible though.
  7. Unlike other posters here, I don’t engage in feigned certainty on issues about which my knowledge isn’t rock solid. I didn’t know him personally. Therefore I won’t state that as if it was fact. I’ve heard Cuomo and Billy D been called uninformed, their ideas idiotic, etc. I have yet to hear comments on their physical appearance. And I have definitely not made any comments to that end. There is no double standard here. If those people said such things, they’re wrong, and being sorrily superficial too. For someone who prides himself on his civility and etiquette, do you really want to denigrate yourself to the level of the ‘masses?’ If you have an issue with him as head of MTA/NYCT, show me. I want policy, not waist size next time.
  8. Andy C didn’t cause all the problems, sure. But he certainly hasn’t helped. His incessant interference in agency functions has severely hindered the MTA’s ability to control costs in everything from union negotiations to station renovations. MTA management is actually overflowing with talent. The issue is it’s in the wrong places. Political hacks and consultants get many of the top jobs, while the knowledgeable bottom is left powerless and beholden to he vascillations at the top. That’s the issue.
  9. There is so much wrong with this. Off the bat, given that we’re on transitforums and not weight watchers, a discussion of Tom Prendergasts weight is not in any way pertinent. Whatever you may say about him, he was one of the most knowledgeable people in the MTA. I saw him correct board members, presenters, and media people on the workings of the agency, and just generally, the man seemed to have a deep understanding of the systems functions. This isn’t just me. Ask literally anyone else in MTA management. Have you actually never heard “don’t judge a book by its cover?” What’s more, it’s just common decency and rhetorical etiquette not to talk about someone’s weight in a civilized discussion. Before you posted that, we had a decent conversation. Now, we have a redux of the Canarsie thread. VG8, finally, there is no shame in admitting you’re wrong. Quit while you’re behind. Your attempts to justify your actions by citing the reactions of others is frankly ridiculous. You need to stop degrading this thread by polluting it with superficial swill instead of substantive policy discussions. Find the ad hominem. I dare you.
  10. SUBWAY - Random Thoughts Topic

    My one question about the late night 3 is why can’t they extend it to 14th? Then you get access to Penn Sta., and the at 14th. Those are useful transfers... They do it on the weekend so it seems like it’s merely a matter of budget.
  11. Last of my stuff for sale

    Do you have old NYC Subway timetables?
  12. Alon Levy: Thru-run NJT, LIRR and MNRR

    Yes — MLV EMU procurement just got budgeted. Once that’s done, and NJT gets the planned additional orders of MLVs, NJT will have a uniform coach fleet save for the MNR WOH cars and Comet Vs.
  13. What’s more, the cost to the MTA of filling those seats on LIRR trains is zero, so beyond the riders whose fares would be lowered, this would be cost positive for the LIRR.
  14. Alon Levy: Thru-run NJT, LIRR and MNRR

    I stand corrected! Thank you both.
  15. Alon Levy: Thru-run NJT, LIRR and MNRR

    I support through running in theory. Allegorically, take the line. Is there a big commutation market between Bedford Park Boulevard and Bay 50th street? No. Does that mean we should split the at 34th street? Absolutely not. That said.... I happen to know a thing or two about this. In terms of MNR/LIRR 3rd rail, the MTA has been testing dual contact shoes for M8 cars to facilitate operation on under and overruning third rail, so that issue has been cleared up. So, aside from clearance issues in ESA, the M8 (or some descendant of it) could *potentially* become a single standard railcar for all MTA RR ops. Now, let's talk voltages. The reason the M8s have over/underruning shoes is for Penn Station service. One may ask why -- the catenary continues all the way. Indeed it does, but north of a phase gap in Queens, the railroad is electrified at 12.5 Kv, 60Hz. South of there (and all the way to Washington and Harrisburg), it's still 12.5, but 25Hz. The M8s can handle the 12.5/60 that the cat provides, and the 750 volts third rail provides (common voltage on both RRs), but not the 12.5/25 that catenary south of GATE (the phase gap) provides. NJT electric equipment can handle the NJ voltages, and the 12.5/25, but not the 12.5/60. And therein, my friends, lies the problem. Switching the voltages of lines is no simple matter -- especially if upping them. Electrical equipment (everything from substations to wire holders) has to be replaced, the spacing between live wires and other conductive objects changed (you don't want arcing on hot days when the wires sag), and, of course, train on board equipment. Now of course, there are trillions of other bureaucratic and union issues to fix before any through running proposal could come to fruition, but this pretty much covers the technical side (signal system differences aren't really an issue -- there are some freight railroads who run five or more signal system types in a network) Through running could be the saving of Penn Station. Implementing it, however, could be the downfall of many a wallet.

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