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Lance last won the day on November 2 2019

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About Lance

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  1. As part of the renovation work being done at the 138 St-Grand Concourse station, the wall tiles and name plates have been recently removed, unveiling the long-obscured original name tiles behind those AG name signs. https://forgotten-ny.com/2019/11/138th-street-station-mott-haven/ I never even thought there would be mosaics with 138th Street written out given the MH ceiling mosaics and the fact it was named for the area and the old NYC railroad station. While the Mott Haven tiling may be too far gone to save/preserve, the longform mosaics are in good enough condition to fix. According to a Redditor, there's a "do not touch" sign next to the 138th Street mosaics, so there may be a chance there.
  2. I suppose the better question that needs to be asked is, why can't this be done remotely? It's 2019. One shouldn't need to physically plug into the onboard computers to update the system these days. Naturally, that will be an added expense, but considering the existing hardware likely needs replacement anyhow, perhaps it's a good idea to look into. Side question: how are the digital ads updated on the 142s/160s?
  3. Since the MTA has provided a new list of potential stations to be made accessible in the coming years, here's an update to the Planned Accessibility map I've been working on.
  4. Probably just had to remove preventing the switch from locking in the correct position. Or something similarly minor.
  5. From what I read, it doesn't sound like anything is in danger of collapsing. It's just more and more of the stations becoming ever more decrepit. That's what makes this all the more concerning. For example all of the Pelham elevated stations except Westchester Sq were rehabbed in the last five - ten years. To have all that work rendered useless in such a short span of time is telling. Where is the money for these renovations going because it's obviously not being used for long-lasting materials.
  6. Why bother when they'll be gone in a year or two? The OMNY cards however should be much more durable (and expire less frequently). Hopefully.
  7. It's one of the station announcers you hear for various service changes. They really wanted him to sound like Charlie though.
  8. I forgot about the N running local south of 36 Street.
  9. An in-house transfer between 59 Street and Lexington Av-63 St would require a lot of yo-yo-ing unless the MTA eminent domains the adjacent brownstones along Lexington Ave to facilitate a better transfer. If they don't, the proposed transfer would be forced to utilize the upper level Lexington Ave line platform. It was a relatively cheap way to bring more Queens Blvd local service without having to build an entirely new tunnel, of which had at the time been in the planning stages since the 1930s. The Queens Blvd local tracks were vastly underutilized prior to the 11th Street cut, so anything to mitigate that was seen as a boon. 9 Avenue is a less obstructive terminal than 59 Street is. As you mentioned, terminating at 59 Street would require relaying on the Sea Beach express tracks west of 8 Avenue, whereas 9 Avenue has the center track completely clear, allowing for a much quicker turnaround. Besides, if the terminal was moved, all you'd do is move the merge and change the routes impacted.
  10. Then you're just reducing service on Broadway. Even under the persistent 12-minute service levels, that's 15 trains per hour on Broadway under those conditions, ten on the local tracks and five on the express. Even if we remove the restriction, you'd have to boost N and Q service to meet the currently restricted levels overall. Also, you'd have to run the N via Whitehall, thus giving Sea Beach the extremely slow ride.
  11. They took a chance with Kawasaki back in the '80s after St. Louis Car closed up shop. There's nothing preventing the MTA from expanding beyond the usual candidates if it becomes necessary.
  12. Lack of options at this point. Astoria is out due to the station rehab at Astoria Blvd. 96 Street is also out due to the M extension for the Canarsie work. They probably don't want to introduce a triple merge between the M, Q and R between Lexington Av-63 St and 57 Street.
  13. That may be, but do you realistically see that changing in the immediate future? Transit is extremely hesitant to change their operations and they have leadership quite content with the status quo. If trains have to be fumigated on a through track in order to relay, under present procedures, they will inevitably cause delays upstream. A way of mitigating this for this scenario would be to treat the short-turning trains like standard 6 trains where every train returns back to service, but that would have to be the case for all short-turning Broadway locals as City Hall has no tail tracks for storage. We are of the same mindset here. However, the MTA is not interested in running additional service simply for the sake of it. That is unless our main man Andy C. orders them to, then all bets are off. The weekend M extension is only in place so people don't bum-rush the limited L trains running cross-river during the slowdown. With the L running normally along its full route and intervals this weekend, the justification for expanded M service is removed in the eyes of the MTA.
  14. A lot. The lower level is completely bare-bones with only a minimalistic set of platforms and one access point via the in-service upper level platform. Unlike Bergen St, in which the lower level actually did see active service for some time before being abandoned, City Hall was never actually placed into service as the plans changed during construction. Only the tracks are well maintained to facilitate post-rush hour layups. In order to get the station completely passenger-ready, those platforms would have to be completely rebuilt and new exits would have to be installed for better passenger flow. All of this would have to be ADA-compliant as this would fall under a major renovation. It would be much more likely that the lower level would just be used to relay trains terminating at Canal St, but that would just replicate the problems of Forest Hills, where through-running service gets trapped behind terminating trains, so that's ill-advised in my opinion. That was intentional. The MTA corporate scheme of the late '60s onwards was implemented on the buses and trains to illustrate the unification of the various transit systems under the MTA umbrella. The purpose of the extended M is to provide alternate service during the partial Canarsie closure, not to provide additional 6th Avenue service. If the L is running its normal route, under these circumstances, there's no reason for the M to run to midtown.
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