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Everything posted by CenSin

  1. The bankers special is precisely the problematic change because it creates a route that loops around an area most people are not going to. The could return to Astoria and that would also be a shortened route compared to the current . But you lengthen the which you don’t justify. The unchanged would keep serving 6 Avenue just fine. And that is already the result of a service cut. You’ll save on costs by not duplicating so many routes going through lower Manhattan. Currently, one of the two lines connected to the Montague Street tunnel is inactive. How is activating both connections cost neutral or a cost reduction?
  2. Google has like 3+ internally competing products for every kind of product. Their teams just don’t get along for some reason. That’s why they churn out 10 different messaging services and then randomly kill or merge products. Play Music just got axed recently for YouTube.
  3. Wow! 68 pages worth of organizational charts since 2016! Just 1 more page and they’d blow past the laughingstock stage.
  4. This costs more money. When a train runs local, more trains are needed to maintain a particular headway. Of the could continue doing what it already does limiting the spread of 8-car trains to the rest of the system. Would not be very popular since the desired destinations are in midtown Manhattan. This would be an increase in service where it is not needed, not to mention the 24/7 aspect would increase costs unnecessarily.
  5. In the political game, probably the best move he could ever make. If the coronavirus weren’t making the rounds, Andy boy would’ve been in the hot seat with a lot of explaining to do.
  6. The point is to reduce service to save money. Those extras would simply be gone.
  7. I’d love to find out what is in their organizational charts. Bet you a dollar it beats anything The Onion could put out!
  8. Hmm… how many times have we heard that before? Source: https://www.nydailynews.com/new-york/ny-mta-cuts-nyc-transit-feinberg-20200713-xxvzjppk7bb4vg2fhprt6j6aym-story.html
  9. I see a flurry of proposals, but what are the criteria for keeping a station/line either in or out of service? Station closure criteria: not a terminal and not a station with crew quarters and not an accessible station and not an express station and below median ridership in 2019 or has alternative subway stations within 0.5 mile radius and not a major transfer opportunity to/from another subway or bus route Line closure criteria: below median ridership in 2019 (e.g.: Rockaways) or has parallel alternative within 1 mile radius (e.g.: Grand Concourse, 8 Avenue) and not a through line (e.g.: Nassau Street, Hillside Avenue) Line closure rules apply first before station closure rules. Thus if a line is closed, the affected stations would be closed whether they meet the criteria or not. Though line closures criteria are harder to meet.
  10. I could live with that. I’m sure much of the closely spaced stations could close without incident.
  11. I’d approach both situations cautiously. It’s not necessarily do-or-don’t. For example, a “blind man” may not actually be blind and is just using the opportunity to pick your pockets while you’re looking at other things for him. I could be socially responsible while being reasonably cautious by diverting some of my attention to my belongings. A man and woman fighting may similarly be two cooperating distractions for a third participant to opportunitsitcally pick the pockets of a good Samaritan; I’d just call the cops and be on my way if the cops don’t require me to stay there to keep an eye on things.
  12. It’s bogus because they only hit the delete button on some colored lines while leaving a lot of other things on the map. The and are running, but the —one of the busiest lines—isn’t! The duplicates the . The duplicates the . The Rockaways—the lowest ridership area—is still being served. But other than that a few improvements here and there would make the scenario more believable. The , for example, might serve both Hillside and Archer Avenues (forked in Queens). The might return to Grand Concourse. The might be extended to cover the loss of service in Brooklyn.
  13. Kinda sucks that they wouldn’t at least try to hit 14 Street for the since there’s no service across the Williamsburg Bridge. They’ve got just about every other Broadway stop approximated otherwise: 57 Street () ↖ 57 Street–7 Avenue () 47–50 Streets–Rockefeller Center () ↖ 49 Street () 42 Street–Bryant Park () ↖ Times Square–42 Street () 34 Street–Herald Square () ↖ 34 Street–Herald Square () 34 Street–Herald Square () ↖ 28 Street () 23 Street () ↖ 23 Street () 14 Street () ↖ 14 Street–Union Square () West 4 Street–Washington Square () ↖ 8 Street–NYU () Broadway–Lafayette Street () ↖ Prince Street () Grand Street () ↖ Canal Street ()
  14. Hmm… weird. Not sure how I typed a 0 instead of a 6 or 7.
  15. Google is a large, profitable multi-billion dollar company that lives and breathes tech and relies on partnerships with DOTs, individual commuters, and millions of phones with their software. They didn't do this as a charity. None of these things is true of the MTA. But you see, the MTA is already doing a lot of this work: Only the information is haphazard, inconsistently structured, and often only found on its Twitter feed. It doesn’t need to be an all-or-nothing job, but incrementally upgraded similar to how well-designed web pages have progressive enhancement. This is work that the MTA is already doing that could be diverted to such a project: Subway schedules Text maps for subway lines The weekender ← The MTA can start here since it already exists and manages to keep it maintained. GTFS feeds Subway countdown clocks Interactive kiosks on platforms ← The MTA can roll out the new digital maps to them first (depending on whether that possess network update capability). NYCTSubway on Twitter
  16. The must be brutal at night given the lengths and number of station stops and/or slow curves: : 1.83 hours (60 stops) : 1.47 hours (46 stops) : 1.78 hours (58 stops) : 1.48 hours (44 stops) I took a look at a few other nighttime routes and surprisingly there were some other rivals for duration/number of stops even though they had long express runs. In case of express-to-local service changes, they might actually be the absolute worse trips: : 1.63 hours (40 stops) : 1.78 hours (54 stops) The are probably the best if you just want to bounce between terminals quickly and want to avoid getting snagged by delays mid-route. Something about bathroom breaks and such? : 0.40 hours (8 stops) : 0.20 hours (5 stops) : 0.42 hours (12 stops) : 0.53 hours (10 stops) (42 Street Shuttle): 0.03 hours (1 stop) (Franklin Avenue Shuttle): 0.12 hours (3 stops) (Rockaway Beach Shuttle): 0.13 hours (4 stops)
  17. All the routes you mentioned can basically turn around without proceeding beyond the terminal. I’m not sure about the , but it’s technically possible to just use the middle tracks and switches east of 169 Street. Aside from the , , , , , and , I believe the other routes that might share the problem are: , , , , , , , , and . I can confirm that the and seems to be favorite nesting routes for the homeless. Oddly, I’ve never seen any on the .
  18. Did that only become a problem after the started terminating at Whitehall Street instead of 36 Street?
  19. There’s one way to know if it works without implementing your idea: see what the situation is like on the . The must proceed beyond the station at both of its terminals to turn back. The (when the is also running), , , , , , , , (Rockaway Shuttle), do that only at one end. Am I missing anything else? Do the mentioned trains have less of a homeless problem than the ones that just turn around while platformed at the terminal?
  20. It could be easy or hard depending on the person. An infamous someone has been doing it for the past 4 years and is still going strong.
  21. The second stop is Breezy Point. (Seriously, I can see it from the beach.)
  22. That’s the idea really—to save money by cutting service. The -to- transition worked out really well only because it also happened to be a net benefit to the ridership while taking nothing away from the former ridership other than the 2 Avenue stop.
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