Far Rock Depot

Do Dollar Vans still run on Merrick and Brewer Blvd?

 

I dont know about merrick, But now they got those "mini-buses" leaving the Mott Ave Station heading to Jamaica all with Livery plates.

well the swap is not fully done.....yet atleast. Yesterday, 6034 was the lead car of a Lefferts Bound A.

If the SMS includes working HVACs, it may be possible that not all are being swapped. We'll see in the coming weeks.

Not surprised about 32s on the Rock Pk. They ran last summer too.

Because this plan is cheaper. The is all about saving money and cost neutrality...

 

Who said it may be cheaper. Sometime cheaper, isnt the more efficient way.

If Nassau st was denied, why would Rutgers be the better option? Too many existing factors may be in they way. Theres benefits to building a new line compared to using an existing line built almost a century ago. Service to brooklyn from jump isnt enough to warrant them to retract the "Commitment to Build a Full Length SAS" they signed back in 2000.

It does answer my question. It all goes back to what I said about dollar vans earlier: Dollar vans run parallel to certain routes because they know people want a fast and reliable rides from Point A to Point B.

 

Fast, yes, reliable? only until the cops pull it over. I rememberr in 89-90 it use to happen constantly on both Merrick And Brewer blvds. Biut the main reason that dollar vans were so popular was because as the fare kept raising, the dollar vans were still a dollar.

You didnt need a token or exact change.

You didnt have to wait forever for one.

and you could get on or off anywhere along the line.

See? It's not always the easier, cheaper option to just connect to an existing tunnel.

That area alone has always seen its share of subway construction difficulties, accidents and, unfortunately, deaths. most of which occurred duringthe original subway construction in the early 1900s. although technology has advanced in the last century, so has costs. And as you can see in the pdf that Roadcruiser1 linked ( nice. You beat me to it btw. Lol), it's not just connecting the tunnels, it's also in a way, rebuilding the existing infrastructure. It's why they favor building a new line.

Sometimes there actually is a method to their madness.

bowery sits in the general area of the chrystie cut, about 2 blocks north of Grand St with its entrance between Chrystie and Bowery. one quick block west the Nassau line begins to turn south to Centre and just east it prepares to have the Chrystie cut tunnels merge with it. Wheres the room to connect? and you cant cay just south of the turn because you have the IRT tunnels very close to it.

I believe it was the Cloverfield monster that did all of this damage! LMAO!!

Gateway ia already served by the Q8.

The Q7's original purpose was to provide service from the (then) subway's eastern terminal (Euclid) with Idlewood (now JFK airport) and became the route to serve the airports caargo area. Without the Q7, how will cargo employees get to work?

How about we end this Q7 to Green Acres idea?

 

Where else would it go?

 

Where did A/F trains relay when the southern terminal is Jay St?

The Lower Level at Bergen St

Not many know they still exist. Who do you think still leases JFK and FR depots to the MTA? (GBL's old Jamaica and Arverne Garages)

Yes, I think the President of all the Companies was someone named Jerome Cooper IIRC

 

"The Coopers" as we all use to call them. LOL

That's true, but being further inland increases the likeliness of any such connection.

 

Not nessessarily. The original shoreline came up to between water and madison sts. so it doesnt really increase the chances. During original construcion of E. Broadway Station, a provision was made for the proposed canal st crosstown to meet the houston st crosstown to merge at S 4th St mega station in Williamsburg Its alignment was to travel north on east broadway to Bk, south of east broadway to canal. This provision made decades ago, plus the state of the ground after all these decades (housing complexes, foundation shifting/settling, ground shifting over the decades) may actually make this idea even less likely.

If I remember my history correctly, technically, GBL, JB and Triboro(and i think Command) were all owned by the same company

NEXT: (See, I do post scenarios!) Because of a major switch malfunction, all switches b/w Atlantic Avenue & Nevins Street are set in favor of the 7th Avenue line, except the northbound express track. This track can only handle 15 TPH. In more layman's terms: All southbound trains can only come from 7th Avenue, and all northbound local trains must go to 7th Avenue. Good luck, and reroute wisely. Your self designated SOB, ThrexxBus.

No 4 service in brooklyn. Trains from Bx terminate at Bowling Green and return to Bx

5 trains run southbound via 7th ave, north bound via Lex to and from Utica Ave.

2 and 3 run normal,

all thats gonna do is force riders back onto the lex for lower manhattan service. The cheaper alternative was scrapped (nassau st). for that, they might as well scrap phase 3 also and add a fourth Bway line from SAS terminayting at Whitehall. also cheaper. But nullifies the whole point of a full SAS.

The yard factor does make it logical, though. But according to the plans, trains that cant fit in lay up tracks built for SAS will be using satalitte yards like 9th Ave Bk, and already planned (for now) deadheads to CI and Jamaica.

Due to a lightning strike on the third rail, both the Manhattan and Williamsburg Bridges lose power. Reroute the accordingly. Feel free to use 2 Av as a terminal.

We.ve had both bridges close at some time independantly. now heres some routing fun!

J Marcy to Jamaica. Z service suspended west of Bway Jct

B service between Uptown and 34th St

D trains operate between 205 and 2nd ave and between CI and Pacific

N via Tunnel/express on Bway, Q service between CI and Atlantic only

M service: Marcy-Myrtle Shuttle

Centre St subway manhattan:no service Essex to Broad

First, you watch your tone. Don't try to tell me what I am thinking about. I have taken those things into account. It would not cost that much more to do the following:

• Build a connection to Rutgers.
• Add layup tracks b/w certain stations.

Actually, it would be cheaper, b/c this way Phase 4 can be scrapped and the SAS can have a direct connection to Brooklyn. There are multiple alternatives to Lex in Downtown Manhattan, people can use them.

My tone is ok. You were the one with the disrespectful "genius" remark.

moving on......

although the reroute option IS actually cheaper, this issue of traffic comes up. Where will it join Rutgers? Where will it go after using rutgers? What happens when A/C service has to be routed vis the F? What happens when the F has to be rerouted along the A/C? GO's play a huge part in overall planning.

This looks like fun!!!!

Can we stop bickering already:

NEXT

Because of a structural failure, all four express tracks at 34 St-Herald Sq cannot be used (as a safety precaution).

Local tracks are unaffected, but no trains can stop at 34 St-Herald Sq.

 

Structual failure? any train operations will comprimise structual integrity.

6th Ave trains:

All trains rerouted between W4st and midtown/uptown/queens

B/D runs in both ways via 8th ave between W4 and 59th.

F/M runs via E from W4 to 36thst/Roosevelt Queens(57th St station closed.)

Broadway Trains:

no trains between canal and 57th St

N runs in 2 sections: Astoria to 57th St and canal(R platform on Bway via tunnel) to CI.

Q runs from CI to Canal via bridge (relays north of canal, possible wrong rail operation on bridge if no relay vailable(NEED TO VERIFY)

R runs in 2 sections: Bay Ridge to WHitehall and Forest Hills to 57th St via 63rd ST replacing F service on 63rd.

When you're on the Lex, do you need to transfer to get from Brooklyn to Manhattan? No. That's why the SAS needs a proper connection from Midtown to the Outer Boroughs. The can connect at East Broadway also. The level of the line can be changed! Phase 3 hasn't been built yet, genius! The plans aren't even finalized yet!

 

first, check your tone, please.

second, if your on the 5 non-peak, or on the 6 then yes, you do need to transfer to get to brooklyn. If your in the upper east side and need to get to brooklyn, your one seat ride is the Q, ever since the C was switched with the B in the Bronx and harlem, there has been no one train service all 4 boros. Your ideas are based on perfection, which is impossible. the need is for a second full legnth east side line. with connections to other lines. your rutgers connection will be at houston. another connection to brooklyn will be at Grand. and as far as the leveling at houston, show me how that can change given current existing conditions. Google maps dont show tunnels. And how exactly will there be a connection at E. Broadway. Thats my stop and i know it very well. the SAS is slated to stop at chatham Sq after grand. so where do the 2 connect? its going to cost more to reroute the line more east to accomidate this east bway transfer then to leave it as planned. Its also a redundant transfer with one available at houston.

The Lex was built during a time of lower costs, and near unlimited planning. it was part of the first line ever built. imagine the hell of building it now in our times. You dont think about these things. When i was young, neither did I.

and why the hostility? as YOU said, "It hasnt been built yet, genius". But ill tell you from experience, chances are, its going to be built as planned, or less. example, 72nd St. Do some homework on NYC Subway history

BTW, the heaviest used portion of the Lex is from 86th to bowling green. and the main point of SAS is to relieve the Lex. Not everyone who uses the Lex starts out their trip on the Lex in Bk or the Bx. they come from other lines throughout the city.

The layup tracks next to 14th could be used for a connection to Rutgers.

 

I doubt that. first, the line at houston will be three levels down, below the platforms of the F. after houston, the line curves under Sara Roosevelt Pk to manuvor around the Chrystie cut (primarily the tunnel used by the M) and slides under the B/D. the F begins to turn south between the park and Essex St. it will be cutting it close for the tunnels to meet by delancey street. Then, where would the line continue too? CI? No. along fulton? where? Dont answer that.

Why is there such a push to rush and connect it to an existing line?? If riders want to use Rutgers to head into brooklyn, they can transfer to the F at Houston. Its just that simple. What is the dire need for all these "One-seat ride" ideas? This is NYC! We improvise. we transfer! all that would add traffic on rutgers. Look how adding the A/C along the F slows down trafic due to switching. I guarantee that if thats done, those here who are proposing this, will probably be the ones complaining they shouldve sent it to Hanover Sq.

Roadcriuser, the map you posted was the track plan for construction in the late 70s. it included turning Grand St into a one level, four track station. The current one, created in the late 90s, is still available on the MTA website. This shows the recent original plan for a three tracked 72nd st and the "deep Christie" option to have SAS stop under the Grand St Station. Heres the map:

The SAS has always been IND since it was first planned in the 20s. The Independent Subway System was always run by the City. Its always been planned as a 2 track line with a 3 track station at 72nd and a 4 track 2 level station at Wall/Pine (Hanover Sq) until now.

As far as local stops, not needed. When "final" planning and initial construction was finally taking in the 70s, the current stops were pretty much already planned. Although its a "local" line, stations are placed about a half a mile apart due to the idea of building a "high speed" (70+MPH) line. "Local" service can still be available by the Lex. Think of SAS as a kind of "LTD". The R44s were originally designed for SAS (hence its speed record and ATO features-the latter of which made them "lemons"). Adding stops such as 28th and St marks or 60th sts would make the line almost as slow as the Lex.

Provisions for a possible future extention to the bronx is in the plans for phase 2 In the form of layup tracks under second ave from 125th to 129th sts just north of the turn west on 125th St.

As with other threads, i cant understand the logic of those who deem a line "useless" if it a) doesnt leave manhattan or B) doesnt go to manhattan.

The point of the current SAS is to of course, releive congestion along the Lex in the form of a transfer at 125th. Theres your Bronx Service. THose of us who have frequently rode the Lex during Rush hours from the north would noticed that the upper east side stops provide most of the congestion. Trains dont usually reach crush load untill south of 125th. The SAS even as Phase one alone will see consistant relief of the Lex South of 103rd.

WHy the need to connect them to current routes for outer boro service i cant understand. At 2nd Ave and Houston, the SAS is planned for below the Houston St tunnel. and the Next stop will be Grand St where riders can transfer to Brooklyn service via the B/D. You want to go to queens from the east side, take the Q to Lex for the F. Every line does not need to go to every boro or connect to EVERY route. Currently, Phase 1 will suit the needs for the moment when it initially opens in a few years.

The fact of why the Els were torn down, first, cars got heavier. Second, quality of life in the neighborhoods they served. Who wants the sky blocked out. The Els were torn down because the Subway was built (or planned to be built) in their place(think Fulton St in Brooklyn). EVen if second/ Third aves didnt have a subway built/ Planned back in the 50s when they were torn down, The shift from above ground to below ground was an "investment" in operations year round. Here's a trivial fact: The original subway line that opened in 1904 was a call for a more reliable mass transit system via rail after the Blizzard of 1886(?) crippled everything. And when London built theirs, We saw it was possible. But instead of their Deep Boring method, we opted for the "Cut and cover".

Overall, extra stops, transfers of having the route flow into a current route just to expedite outer boro service will be the downsides of the SAS. Not the other way around.

We already had this Q7, Q27, Q111 and Q113 discussion about going to Greens Acre's it's not need and if you want a bus to go to Greens Arce's so badly take the Q5 or Q85 with an easy transfer and there you go.

 

Just don't pay with a single ride. You won't get a transfer. Not bad for an extra quarter huh?

Not necessary. The buses are already crowded when they hit Woodhaven & Hoffman, and Broadway is too small for a bus lane. The first thing I'd do is get artics on the Woodhaven LTD's. (The future Q52 & the Q53.)

 

That Q53 SERIOUSLY needs artics. Too bad BP and JFK are slated to get them first.

DOes anyone have any word on the R32 SMS? It may prevent summer swaps in the future. I dont expect this year to be as big of a swap as last.

 

I'm tired of preaching this BS

 

 

AMEN!!!