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CenSin last won the day on September 19

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About CenSin

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  1. I can't wait for photos of electrocuted rats to crop up. That's gotta drive home a point for the TWU. These working conditions are no better than those found in certain countries.
  2. That’s to be expected. I mean, it’s not like they’re experts or anything, right? /s
  3. I really dislike the Vignelli-style maps. The extra dots for each route adds too much visual clutter. The current MTA map isn’t the best at presenting the information either, but I can quickly scan for the wheelchair symbol next to the station names to see whether they’re accessible. This one from 2015 is much easier to scan as the non-accessible stations have been completely stripped off the map: https://subwayrecord.wordpress.com/2015/03/26/the-mtas-accessibility-gap/ Unfortunately, the map is much harder to edit, from my experience. Perhaps the map being used on The Subway Weekender might be easier to make alterations to seeing as it comes out weekly.
  4. I was moving 5 boxes of pumpkins by subway from Trader Joe’s at Union Square () to Canal Street (). The lack of elevators and the frequency of out-of-service elevators made the return trip very difficult. Took the to 14 Street–Union Square and haul the hand truck up the stairs because that platform has no elevator. Got the hand truck up to street level via the escalator. Picked up my pumpkins at Trader Joe’s and headed back to the station. Took the elevator down to the mezzanine and then another elevator down to the uptown platform. Took the to 34 Street–Herald Square and then went up the elevator to the mezzanine level. Went down the escalator to the downtown platform and took the to Broadway–Lafayette Street. At Broadway–Lafayette Street, I had planned on taking the elevator directly up to the downtown platform. As luck would have it, that elevator was out of service. So I had to take the elevator to the uptown platform instead. From the uptown platform, I then took the elevator back down to the uptown platform. And from there, I took the elevator up to the downtown platform. Took the to Canal Street and then took the elevator to the street level. There was a long line of people waiting to use it.
  5. I picked it up on the same day just 3 hours later. They had it ready when I got there. It's unfortunate that the deactivation isn't immediate. 😐
  6. If I report a lost/stolen MetroCard how quickly is it deactivated? My card is one of those unlimited cards gotten through Wageworks TransitChek. I lost it on the very first day due to it slipping out of my pocket. I backtraced my steps to home and did not see a trace of it, so I reported it to Wageworks just an hour and a half from the incident. Suppose someone picked it up and thought it was his lucky day, how quickly would it stop working to disappoint him?
  7. (Delete this; connectivity loss caused this double post.)
  8. Investigation on the Manhattan-bound stuck at Church Avenue. Unfortunately for those who were at Neck Road and Avenue U, the didn't wait at Kings Highway.
  9. I think it has more to do with avoiding a one-station merge. There would be no benefit for a to share tracks with an for just one station to serve Spring Street. It would be best to keep trains out of each other's way in such a shuffle.
  10. I wonder how much of that is because they make the late trains skip stops. Then the trains are counted as on-time according to their generous definitions?
  11. The segment that is out of service is 2 Avenue to Jay Street–MetroTech though. So Bergen Street is within the segment that’s still in service.
  12. This looks inconsistent. So where exactly is the being cut? If there is work at Bergen Street, how is service possible from Jay Street–MetroTech to Coney Island–Stillwell Avenue?
  13. That interlocking didn’t get any work during the Culver rehab 10 years ago?
  14. Well, I found it here: https://new.mta.info/sites/default/files/2019-04/subway_map_web.pdf Did they maybe update the website this afternoon when I was not looking? 😐
  15. Today’s PM was a much different experience. Delays were few if any, although the trains did bunch up at Church Avenue: a Kings Highway-bound , Coney Island-bound , and Coney Island-bound all stopped at the station one after another; that likely affects my observations as I noted train bunching’s effect on passenger load. The terminals were also not congested; the was able to pull in without any wait. A Manhattan-bound was actually pulling out of the West 8 Street station as the was pulling in. My guess is that there was some sort of train delay prior to the Kings Highway-bound that I saw at Broadway–Lafayette Street. The total run time today turned out to be 43 minutes—pretty time competitive with the , , , and for once. 50~51 minutes for the to make the same trip is what it takes for the to make the trip from 14 Street–Union Square or the / to make the trip from 34 Street–Herald Square. (A Kings Highway-bound pulled into the station at 5:08 and left at 5:08—on-time. The Coney Island-bound followed at 5:12.) Broadway–Lafayette Street: opened 5:12 (1 minutes early compared to scheduled 5:13) Broadway–Lafayette Street: closed 5:13 2 Avenue: opened 5:14 2 Avenue: closed 5:14 Delancey Street–Essex Street: opened 5:15 (There was an estimated 100+ people in the last car.) Delancey Street–Essex Street: closed 5:16 East Broadway: opened 5:17 East Broadway: closed 5:17 York Street: opened 5:19 (There were people getting on and off the train, but not a perceptible decrease in number of people.) York Street: closed 5:20 (Pulling into the station, some people squinted at the train’s exterior, presumably to check if the train was express. One person who did that did not get on the train.) Jay Street–MeteoTech: opened 5:21 (1 minute early compared to scheduled 5:22) (Here, the train became a lot less crowded, but still SRO. There were approximately 56 people in the last car. It was difficult to gauge from the interior, but compared to the number of people on the platform, it was approximately a 4:1 ratio,) Jay Street–MeteoTech: closed 5:22 (The passed Bergen Street at 5:23.) (The passed Carroll Street and an at 5:24.) (The passed Smith–9 Street at 5:25, creeping slowly down the incline towards 4 Avenue–9 Street.) (The passed 4 Avenue–9 Street and a at 5:26.) 7 Avenue: opened 5:27 (2 minutes early compared to scheduled 5:29) (At this stop, about half of the car emptied, leaving a third of the seats available. There were 31 people in the last car. Although the was pulling in, the did not wait.) 7 Avenue: closed 5:28 Church Avenue: opened 5:33 (on-time compared to scheduled 5:33) (Across the platform was a Kings Highway-bound which left the station first, although not before giving passengers an opportunity to transfer. Another Coney Island-bound pulled in shortly at 5:34. The did not wait for that train. There were 29 people in the last car.) Church Avenue: closed 5:34 (During the slow creep up the ramp, the caught up on the local track, but the pulled into the station first.) Ditmas Avenue: opened 5:37 (There were 27 people in the last car.) Ditmas Avenue: closed 5:38 18 Avenue: opened 5:38 (There were 26 people in the last car.) 18 Avenue: closed 5:39 Avenue I: opened 5:40 Avenue I: closed 5:40 Bay Parkway: opened 5:41 Bay Parkway: closed 5:41 Avenue N: opened 5:42 (There were 23 people in the last car.) Avenue N: closed 5:43 Avenue P: opened 5:44 (There were 23 people in the last car.) Avenue P: closed 5:44 Kings Highway: opened 5:45 (3 minutes early compared to scheduled 5:48) (There was no train on the middle track. Presumably the Kings Highway-bound went express to Kings Highway and then hightailed it out of there turning back towards Manhattan. There were 23 people in the last car—2 people got off, but 2 people also got on.) Kings Highway: closed 5:45 Avenue U: opened 5:47 (There were 22 people in the last car.) Avenue U: closed 5:48 Avenue X: opened 5:49 (There were 13 people in the last car.) Avenue X: closed 5:49 Neptune Avenue: opened 5:51 (There were 12 people in the last car.) Neptune Avenue: closed 5:51 (A Manhattan-bound was pulling out of the station. There was no on the upper level.) West 8 Street: open 5:52 (There were 8 people in the last car.) West 8 Street: closed 5:53 Coney Island–Stillwell Avenue: opened 5:55 (7 minutes compared to scheduled 6:02) After York Street, apparently, the largest number of people got off at these stations (in order of decreasing count): Jay Street–MetroTech: half of the train car or about 40~50 7 Avenue: 25 Avenue X: 9 Coney Island-Stillwell Avenue: 8 At the other stations, there were no more than 5.

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