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Eric B

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  1. OK, so cool! Finally a layout and a time. Three years? Hope so, because that sounds like a lot of work to reconfigure all of that. I had assumed the new passageway would tie in to the "employee facility rooms", which were built where there used to be an old exit to the old building there. So according to this, it doesn't even come anywhere near that far, but ties into the end of this new platform, and from the mid-block area, where an exit was always planned (green in the top illustration). That explains why they didn't just remove the rooms and connect it already. (The passageway does extend a bit past that area, and dead ends [black area], but I'm not sure what that is). 2022 will be 13 years after the completion of the Durst building (1 Bryant Park/Bank of America tower), when the passageway was promised to tenants. Hope it stays that soon.
  2. The question was specifically "when was the first air conditioned bus first placed into regular service". It didn't ask "when New Yorkers began to experience air conditioned buses" [i.e. in earnest], or when most of the fleet was air conditioned, or how well or how many of them worked. So even with that first experimental unit, it did go into "regular service", and so was the "first air conditioned bus placed into regular service".
  3. That was roughly the turning point, when the diversions were now including weekdays, and in both directions, and so the Essex move would be far too impractical. The first emergency shutdown that used the split service was May '82. Then, they would still do individual Essex moves in the spur of the moment, or on off hours for those next few years, but the full time split service became more frequent, and finally four years later, what was for all purposes semi-permanent.
  4. They had had numerous bridge closures the four ears before the big one, but I didn't remember the '83 one was that long, or that the B was routed via tunnel. (Since they were getting so long, I don't know why they didn't think to eliminate the split B and D, and run the QB (which was identical to the rerouted D), and bring back the T, instead of the B; and they were already getting new signs around this time).
  5. That's likely tape on the windows (for protection or something) .
  6. As the technology improves and becomes more reliable and catches on. It's slowly getting there. (From a few decades ago when there were almost no EV's out there).
  7. The news this morning is that he's been caught! https://abc7ny.com/police-arrest-man-they-say-pulled-emergency-brake-on-subway/5315251/
  8. Welcome to the "Cipher Zone"! (imagine having to use that to get to Jamaica when both the and are out!) (So-called, because it feels like all the buses to Queens are like this; like the 58 being so slow, and still bunched up even with the LTD, and then similarly stopping short of the main part of Flushing, and the 54, once you get to it, made slower by the detour to Atlas, and the 39 being so torturously long, and they continued to add new kinks to it, like when streets are made one way. And no direct access to Jackson Heights or Forest Hills at all).
  9. That was the whole original "look" of the RTS (with the Grumman being the square alternative). The sloped back and smooth sides made it look so futuristic. The first ones I ever saw (and rode) were PVTA, in Springfield, then, shortly afterward, MTA tested one (yes, a slopeback), but then went with the Grumman, until the problems started surfacing, and then went with the squared back RTS, with the swing rear doors that were set back in the body. (I thought the slope back was from having a smaller compressor, rather than from it being located somewhere else). So the look was gradually eroded, with the square back, rear doors, and then adding the framed, openable windows. The only really distinguishing feature left were the front end (windshield and doors).
  10. The openable windows (every other window panel) began with the 3000's (1983 order, I believe, and if not then, then definitely the following year), which was still GMC.
  11. And also remove the openable windows, as it was originally single glass panels. (That was part of the whole original look. where later, they alternated between single panels and the dual siding sash windows). There ware well enough from all the other ones being scrapped now.
  12. It will probably have a time limit, just like the Metrocard.
  13. Funny, just yesterday I saw a 7500 pulling out of the plaza signed B91 Marcy Ave. II take it that's a test, or they just signed it wrong? (It's not running yet, right?)
  14. So I see the exit ladders; are they going to squeeze the exits into those spaces (which might be between those narrow columns in the ceilings, which would require more column shifting). Or is that illustration with the additions to the lower side indicating the exit will do down from the platform, and cross under the tracks? (like 34th Penn Sta. and Atlantic Ave)?
  15. Wow! So this center track already has it's own catwalks on both sides, on the curtain wall (basically; a "benchwall/curtainwall" hybrid!). 😲 Don't really see anything like that anywhere else! So it's much more space than just the trackway itself. (Wish I knew this; I would have definitely been pushing for using this space, all along). So a platform there wan't be so narrow after all! Still, there are the five foot apart columns I mentioned. Will they have to remove two out of three (which then will require structural modification, to shift the load onto the remaining columns)? As I said, it would be very awkward to have columns on a passenger platform that close.

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