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Eric B

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Everything posted by Eric B

  1. The circuitous route the 23 takes to get around the private section is murder. That section is probably lightly ridden anyway; I wonder if they homeowner's association would approve of a line using minibuses (like the dollar vans, but run by MTA), that could just run straight across Continental, between Myrtle and Queens Blvd, and then one of those other lines would pick up from there. Those would be less intrusive and more like private vehicles than regular buses, and more likely to pass whatever the vertical clearance is there. Having the other line across Yellowstone would help those who live in that direction. (from the article, it's not even clear exactly where the complaining people losing service are getting on at).
  2. That doesn't seem to be resident parking in that space. The gates have signs saying authorized vehicles only. Not sure whose cars are using that space. The ROW is probably owned by MTA or the city anyway, so NIMBYism isn't an issue as far as acquiring it. This is only between Forest and Fresh Pond. Between Fairview and Onderdonk, there's nothing parked in the ROW; it's just empty. There are parking garages adjacent to it, but those wouldn't have to be taken to open it. In fact, that should help alleviate the problem of it disrupting the houses, since most of them are not directly on the ROW.
  3. As far as cutting across the grid, it's primarily Woodbine st. it cuts across mid-block. It reaches Madison near the intersection of Woodward, so that's sort of like a typical "junction", as is Putnam, Fairview and Forest. As for stops, that might be difficult, but they might fit in existing empty spaces that are now lots, or you simply wouldn't have the stops for different directions opposite each other, and the opposite direction would have to wait to be able to pass (this often happens on narrow two way streets anyway). Or perhaps make the busway one way. That would still help. Or, perhaps use if for LTD service only, and would wouldn't need any stops in it.
  4. They could have used shrink wrapping like they did on those fancily done 160's. Every time I see those on the (E), with that turquoise blue on the wall, it would remind me of the original R32-42 scheme. Since they apparently wanted the last run of the 42's on a "mainline" (and not simply the where they were all running in the end), it would have been more fitting for the , where they ran far longer than on the . (Basically, a solid 20 years, from their arrival to the completion of the 68/68A order). The 32's were mainstays on the most of that whole period as well, but as "Brightliners", they probably should finish where they started; the Brighton line .
  5. WOW; I never knew there was an actual plan! I myself always said that should be made into a busway!
  6. They actually already added the blue strip (I think just in the front) on the 42/40m pair in CIYD. Still, with the door, it still doesn't look right. They probably used that door because it was now the same ones used on the 32's and 38's, so you only needed that one part for several car classes.
  7. Sure wish they made them look like that again (including the larger door windows and the center ceiling light strip and air valve sound). The GOH cars retiring now have nothing to do with the original cars aside from the shells. Inside, they and the 32's are almost the same.
  8. If the bridges collapsed, that would be a long term outage, so I would add placing the second track on the Franklin shuttle (It seems they left the ROW space so that it would be too hard to do) , and extending the platforms to at least 8 cars. So then the would run from Coney Island to Franklin, the become the Brighton Beach express again, and if the Williamsburg was out as well, than instead of the (M), you would have the provide additional service on the Culver, to help draw people away from the affected Manhattan Bridge service. On Fulton, and would be increased, or the and even swapped (this was actually one of the "Manhattan Bridge Alternative" options from the 90's study), which would add capacity for both ENY and Franklin transferers. With that long term a shutdown, I would reopen the abandoned Myrtle Ave. platform to be the shuttle bus transfer location, and the West End would run to there, and the Manhattan bound "bypass" would be reverse-signaled, so it could relay past Gold St., and head back, and cross over to the southbound at Pacific.
  9. Probably a combination of that with the piece we have that arches over the entrance (which was designed to make jumping the turnstile harder, but of course still leaves too much room). And yes, the bottom of it would have to be lower, and yes, make sure it's strong enough ).
  10. Yes, you can see where the passageway will come out on the 6th Ave side next to the exit with the elevator, and the TSQ side will lead into the new middle platform.
  11. Prince St.-Bway-Lafayete would make sense, because they're close, and Bway-Laf already has a western mezzanine directly under Bway, with stairs to the platform that is currently used for something else. The Bryant Park passage was promised to the tenants of 1 Bryant Park (the new Bank of America tower whose sidewalk vault the passage is in), so they would have connections to both Times Sq. and the 6th Ave. line.
  12. OK, great; cool! (Since the last thing I heard made the passageway sound not completely certain). Thanks!
  13. OK I wasn't thinking about that; I basically was thinking the IRT "mainline". Besides, if they were willing to build that much, then I would phase in a conversion of the Flushing line. First, extend the and capture the line in Manhattan to Grand Central. Cut it off there, and completely rebuild the tunnel from scratch (remove the tubes and install new ones if necessary). So the would run Grand Central to Canarsie, the Flushing then converted and the temporarily covering it, and a shuttle from QBP to Vernon-Jackson, )or this might have to be the local from Flushing rush hours). Then, when it's all finished, it would be a pink (sort of a cross between the gray L and magenta &) from Flushing to Canarsie. (the rush hour "diamond" service would run to Myrtle-Bway like the extra service now). The duplicate line (forgot to mention) would be good for the additional capacity needed on the line (in addition to the new line being the larger B Div. construction). The new line, coming from Clark St. would just run right in through Atlantic, and pick up the outer lines. I guess I never fully worked that part of it out. But that part of the line is veering toward the Cranberry St. tube, so maybe that's how that portion could be be captured by the B Div. Ii would still bring Brooklyn (and ferry) riders to the main part of Midtown. It could perhaps be the "K" to Lefferts, then.
  14. Or an idea of connecting the Dual Contracts portions of the IRT with a new line built under the lower Lexington, from where the Dual Contracts Clark St. line turns from William St. onto Beekman; it wold instead continue straight, to under the City Hall station, then under the Lexington line to Grand Central, where it would pick up the Dual Contracts uppe (true) Lexington line, and with it, the Jerome and Pelham lines. The original 1904 line would be restored, crossing over at 42nd, and continuing uptown to the Broadway, Lenox and WPR lines. (And probably just be cut off at Nevins or Atlantic Ave, where the converted line would pick up the rest of Brooklyn. So in Manhattan, we'd have a nice, through east-west side route). The Dual Contracts 7th Ave. line would probably just be cut off at Times Sq. So the only "A Div" left would be the single 1904 line, 242-Atlantic, with the Lenox and WPR/Dyre branches (and if they were to do all of that, they could also pick up the upper WPR and Dyre with a SAS extension).
  15. It's not capacity's sake, it's because it's a steep hill, and would be easy to reach dangerous speeds and lose control, so they enforce a maximum speed (the same with river tubes).
  16. Pitkin isn't generally for scrapping; it's often used for long term storage (like 110A's were there for a long time).
  17. So is that really the map of proposals? Looks like they've even straightening the Q39, including taking it off of Fresh Pond and cutting across the little streets between Metropolitan and Flushing, which I had suggested, but didn't think they would ever do! (so now something else picks up the 58 St. route, which is part of what made the line unbearably long). Someone also said the new Eliot route would come into Ridgewood, and the the Q58 would have a more direct alternate route tot he main one? (Is that the Eliot route, as I've also suggested?) Hope they also extend the Q58 closer to Roosevelt/Main, and the Q55 at least to Jamaica-Van Wyck! Is there a written out list of what's on this map?
  18. Yes, that was well known, from the mockup. (And the sign is most likely LED, which by now have gotten small enough as pixels to reproduce a rollsign text graphic).
  19. What happens when and need to be rerouted to the express, like to run around a problem?
  20. But the IRT did have a tapered car 100 years ago as well, the first subway cars, the Composites. Don't know why they they never used a tapered design again; the modern designs (especially the R62) were made to have curved sides, and don't look right with straight sides.
  21. It was likely because the lines weren't as popular as the southern division, which went to Coney Island. So even as far back as the "Dul Contracts" era, the southern division was completely rebuilt and the old els replaced, while the eastern division got mostly modifications to the existing lines. This would make further upgrades more difficult. So in the Chrystie era, where the southern division was completely upgraded to IND capacity, the eastern division was less densely populated, especially with the areas being largely bombed out due to all the abandonment, and at times, rioting, so there was not even any demand to completely unify it with the IND. They tried through running the K train, and that only lasted a few years. A far cry from now, where the area was rebuilt, people moved in from Manhattan, and now the lines are filled to capacity.
  22. Yeah, it's not that they don't have the staff, it's just easier to not run a special shuttle (basically) line just for that, when they already have an extra line running (the to 96th, which could cover the route).
  23. I would say create a little intermodal area on Junius St. to extend both the B8 and B35 the few blocks to the New Lots Station. (Seems so obvious, and doesn't have sense to have those two routes stop sort like that).
  24. Let's not forget the (E)(F)(G)(N) sign on the Interboro (Jackie Robinson) Pkwy exits. which are unused and darkened, (forgot if the signs are still visible).
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