CenSin

Look at the operating temperatures.

Can’t say the MTA isn’t preparing for climate change. lol Before the high end of the temperature range is reached, all the passengers would be dead from the heat.

The most often provided transfer point seems to be 4 Avenue–9 Street though. That has been the case when they run the local, but only between DeKalb Avenue and 59 Street. Using the tunnel covers no new ground since DeKalb Avenue’s catchment already overlaps with Jay Street–MetroTech’s. Running local on Broadway on the other hand actually provides alternatives to the 6 Avenue stations versus running express.

Source: https://new.mta.info/20YN Anyone notice how difficult it is to get to the planned 2 Avenue line from anywhere else? Suppose this is the last stretch of 2 Avenue the MTA will manage in our lifetimes, there are awfully few convenient ways to access it: : Lexington Avenue/53 Street — a long walk to the next avenue and streets Lexington Avenue/63 Street — a transfer to the for points north of 63 Street 2 Avenue — a transfer to the for points between 63 Street and Houston Street : 3 Avenue : 57 Street–7 Avenue — a transfer to the for points north of 63 Street, backtracking on the otherwise 125 Street — only useful for those coming from the Bronx Grand Central–42 Street — (see below) : Grand Central–42 Street — an even longer walk than the and riders will have to suffer That leaves out which will require a two-legged transfer. Granted, they are all one transfer away from a Lexington Avenue alternative running two blocks west of the Second Avenue line. That’s unfortunate for the new line, because every other north south line in Manhattan currently has connections to every other north south lines—all of them tied together at Fulton Street and a subset of them in the South Bronx. Even assuming the line gets extended west, It makes me wonder if the MTA plans to have Second Avenue grow all of its ridership at the expense of the Bronx end of the Lexington Avenue and grow no further.

With the way things are going, no under-river tubes will be laid in our lifetimes. Take it or leave it—the MTA’s scaled-back fantasy.

That was unlikely the case for the Sea Beach track work. It was done when trains were stopping at only Bay Parkway in one direction. At that time, the southbound local track was out of service and they had the whole half of the R.O.W. to themselves. When they did need to work on the other two tracks over the weekend, they diverted the trains over West End.

Weren’t they considering portable magnetic clip barriers which snap onto the tunnel structures? If they’re designed to prevent track workers from trespassing onto live rail, then there is no problem with running trains at normal speeds. The key is making these barriers truly impermeable so that the safety assumption is solid. During Sea Beach southbound local track work, I would see track workers simply hop over the barriers, despite the northbound express track being an extra 12 feet away from the work zone.

To avoid train congestion at the Main St terminal and keep in contact of drop-outs happening during the rush hour. This is actually one of the better situations compared to Crown Heights–Utica Avenue. With the , you’re going to run into the same situation but also be stuck in the tunnel watching trains pass by.

Maybe hypothetically, there exists people who use express stations between Queensboro Plaza and Mets–Willets Point?

Canal Street () is a farce. There is a homeless guy holding the door open shaking his cup of coins nearly every day. Only when the cops are there he is gone. They don’t bother arresting or jailing them.

For a trunk line that’s better served than some of those in Manhattan, the difference is like night and day (pun intended).

If I remember my rides from the ‘90s correctly, the plowed right over the switches at the junction coming off the Manhattan Bridge. That means with CBTC, the might possibly regain that lost speed (minus the safety margin for Broadway trains coming down the other side of the bridge). I’ve been on trains going northbound that went pretty fast from Atlantic Avenue to DeKalb Avenue. CBTC would probably allow that to happen across the board skilled T.O. or not.

There’s an old adage: “If you have the facts on your side, pound the facts; if you have the law on your side, pound the law; if you have neither the facts nor the law, pound the table.”

Phew. I'm glad I got back just over an hour ago.

Gotta say this was one of the fastest trips from Bedford Avenue () to Coney Island: 45 minutes. That amount of time is less than what it usually takes to get from Canal Street to Coney Island even. Given how the MTA usually handles things—either the bare minimum or more cut corners—the express via West End and Sea Beach was an unexpected improvement to weekend travel. Since the alternatives for the shut down section are the —which are drop-in replacements—the MTA could have simply run service from 96 Street to Herald Square as a shuttle and called it a wrap. The irony is that this could have been made even less necessary if they had done the full-length platforms for the Franklin Avenue line rebuild. Since that two-track section of the line is shut down for work so often, sending the to Franklin Avenue would have provided a quicker one-transfer alternative to 7 Avenue, Atlantic Avenue, Union Square, and Times Square via the , and a one-transfer alternative to Canal Street and 57 Street via the (with a one-avenue walk). I wouldn’t ride the to Prospect Park myself, but hopefully, they are at least passing passengers between the and like batons in a relay race and not running the two shuttles on misaligned schedules.

A more useful definition of “new” elevated structure might be tailored to apply to train-carrying structures built along R.O.W.s where none had previously existed. An even more useful one might be to count only those which trespass on new pedestrian right-of-way (e.g., streets). Because those which are out of sight and out of mind are presumably not the structures being picketed against by residents, businesses, and politicians. If a train makes a racket over a busy highway and no one is around to be annoyed by it, does it make a sound? And even by that definition, what is a “new pedestrian right-of-way” even? Take the Archer Avenue extension which effectively shifted an existing R.O.W. 2 avenues south and buried it underground. The portion of the ramp over the street connecting it to the existing elevated structure is no more than 150~200 feet from its original alignment. Has anything really changed for the residents and businesses of the area? My conclusion: no new elevated lines have been built for a century. The Ship of Theseus comes to mind. 🙂

Many times more who are not The isn’t current. Truncating the that far back would create problems though.

How do we have a society where this is normal while on television, bad guys getting maimed/killed is the expected form of justice?

These needs trump all for the mass market: access to midtown Manhattan; and not tying up another route for a mere 3 stops and cutting it’s frequency. A single-purpose route which dodges the places where people are really going when it’s not otherwise physically restricted from doing so does not serve the market. It serves nostalgia and only reasons important to you. Just petition for an holiday train.

Anyone keeping a counter on this proposal? Safe to say it exceeds 3 digits now. 😂

The Food Truck Administration

The LIRR is much less accessible though… but it’s a problem on paper and there is really nothing stopping the agencies from truly integrating the disparate networks of trains. The BMT had a cross-platform transfer to the IRT at Queensboro Plaza after all. And the PATH uses the MetroCard. The least integration they could do is one fare method with free transfers.

How many of those go to the ? The headway is atrocious.

Both of those station connections you suggested are longer than the existing one at Atlantic Avenue. Though at 7 Avenue, one might simply be able to knock down the wall and call it a day. The run right by the platforms. Because of elevation differences though, they may have to do the same thing they did for the at DeKalb Avenue and have one half of the platform be at a different height to match the track profile.

The is a trade-off between trip time and wait time. I suspect the amount of time saved just breaks even with the mean wait time if your commute starts or ends at a -exclusive station. The winners are those whose stops are served by both.