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CenSin

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Everything posted by CenSin

  1. As opposed to separate threads about CBTC for every segment of track
  2. I imagine an alternate reality where the MTA follows through with building a connector between Queensboro Plaza and Queens Plaza. Then the trains just go to Queensboro Plaza, people could go downstairs to continue their trip, and none of the trains’ frequencies would be constrained by three different routes having to share a pair of tracks. Astoria would certainly be happy to have twice the frequency from the reroute of trains.
  3. 1. The and regardless will cross over each other. All you would do is change which direction the overlapping happens. Hmm… You’re actually right. While the - terminal swap would reduce the number of track intersections, the functional result is still the blockage of trains both entering and leaving the middle track. There is a quick fix for it via the addition of one slip switch east of the station and another switch west of the station, but the result is suboptimal from a passenger’s perspective, and that same effort could be put towards making Marcy Avenue a viable terminal instead.
  4. I don’t know if the structure of the tunnels would allow shoehorning another diverging tunnel from the curve coming out of 72 Street, but it already exists and gets trains halfway to 3 Avenue. But while the transfers would be very convenient from 60 Street down to 14 Street, the trains do need a way to get back to 2 Avenue for the transfers at Houston Street () and Grand Street (). The block between 36 and 37 Streets appears to be the least developed area with just a parking facility, a lot of road, and a low-rise building on the northwest corner. But it could also very well continue down 3 Avenue and Bowery, connecting to 2 Avenue () via a slightly longer passageway and Bowery () before continuing along its original planned R.O.W. along St. James Place, Pearl Street, and Water Street. This would definitely rule out a track connection with the Manhattan Bridge, but doesn’t prevent an indirect transfer to the and via the Bowery platforms if such a connection were to be built. EDIT: Actually, one could be built if the vestiges of the bridge tunnels were to be reused as follows: The Manhattan-bound Broadway track and Brooklyn-bound 6 Avenue track are connected to the Bowery R.O.W. Where the ridiculously large mezzanine would have been would instead host the bridge tracks and platform. The lower level would be reserved for a future extension down to Chatham Square and beyond. Obviously, the tracks would be on the “wrong side” for the direction of traffic they’d be serving. North of the Grand Street station, the trackways would have to cross à la 59 Street Columbus Circle.
  5. Do they really have to though? The could go to Hewes Street while the terminated on the middle track. Now there is one less possible train movement that blocks another.
  6. Pretty soon, if you couldn’t dance on a moving subway car, you wouldn’t be fit enough to hop the turnstiles.
  7. A continent is just a very big island. 😉 The Bronx? It’s surrounded by water on three sides.
  8. Skimmed the discussions and I find it interesting that there is talk of making Utica Avenue built to B Division clearances for an eventual connection to one of the numerous B Division lines up north. There is a lot stacked against something like that from happening: All of the B Division stations in the potential path of a Utica Avenue extension are through stations. That isn’t true of the Eastern Parkway line which has one pair of tracks dead-ending just east of Utica Avenue. (And of course, because there were always plans to make such a branch.) So, a tie-in to any of the B Division lines would immediately siphon service from all the stations west of Utica Avenue on that line. All of the B Division lines except for the are served by multiple routes sharing a double-tracked tunnel or bridge across the East River. Capacity would be an issue. Speaking of capacity: a connection to the Williamsburg Bridge via Myrtle Avenue–Broadway would probably be a no-go. It caps train lengths to 8 cars, and there is no capacity to send more trains to Manhattan’s prime destinations (in midtown). The fabled Second System to dodge all of the above limitations would be expensive enough to be inconceivable as a serious proposal. There’s an entire 5 miles of tunneling between 2 Avenue–East Houston Street and Myrtle Avenue–Broadway and a river. The Amtrak tunnel under the Hudson River is projected to cost $7 billion. Doing this would also assume there is a trunk line with spare capacity to connect it to.
  9. Finally they will use them. I’m pretty sure those installed in the tunnel were there more than a year ago, but the kept using the ones outdoor. The tunnel ones seem to have much better track geometry for high speed switching than the subpar ones they replaced—ironically added by the same IND which had championed high-speed track geometry.
  10. That is a much smaller market, isn’t it? And it’s what the locals are for.
  11. Interesting… which tracks got knocked out that crippled both and service this way?
  12. 72 Street to 138 Street with no stops in between sounds nicer though. People will finally have a compelling reason to ditch the even if all the stops below 72 Street are local.
  13. That sounds like the aftermath of a dumpster fire. lol
  14. This human performance variability is probably the biggest reason for moving to CBTC from a passenger perspective. The average performance drags down what could have been a much faster system. With computers at the control, the variability is down to the environment and the equipment, and the system can operate safely with much tighter margins.
  15. Would be easier to just tunnel under the existing tunnel since for the most part, there wouldn’t be any track or station connections north of 72 Street in Manhattan. That avoids the need to move utilities for tunnels to swap depths north of 72 Street.
  16. “Ash” is the name of the letter “Æ.” I can’t imagine a two-letter bullet with “7Æ” in it though.
  17. I would steer clear of using “I am an adult” when the accusation is “you are a kid/not grown up” because there’s a word for such people once you put the two together: man-child.
  18. Perhaps a solid rubric by which you judge all lines fairly might prove your point?
  19. With sea level rise seemingly an unabated problem now and for the foreseeable future, I headed over to NOAA to see what parts of the city might be underwater in the decades/century to come, and especially with respect to getting around by subway. I used the highest sea level rise projection: 10 feet. The Rockaways are f***ed. R.IP. all of the south of Howard Beach. The Tribeca neighborhood is going to be a part of the Hudson River. Barring some serious waterproofing of the tunnels, the 7 Avenue and 8 Avenue lines are getting bisected at Canal Street. The 7 Avenue tunnel will be under sea level from Houston Street to the Financial District and Battery Park, so it may just be let go. While most of south Brooklyn (e.g., Coney Island, Sheepshead Bay, Gravesend, etc.) lines are elevated, they won’t have passengers to serve once the streets below are under the ocean. The West End line will end at Bay Parkway, with tail tracks over the ocean if they don’t move the switches west of the station. The Brighton line will end at Neck Road. The Culver line will also end at Avenue U. The Sea Beach line gets clipped all the way up to and including Bay Parkway, unless waterproofing and pumps are installed to hold the ocean south of Avenue U. Court Square will probably be gone. There will be no land left above ground on the side, which also means the will start at Queensboro Plaza on the Queens side of the Flushing line. Where the Crosstown 21 Street station is situated will be a new island. McCarren Park is underwater for the most part. For the Greenpoint Avenue station to be serviceable, the Crosstown tunnel would have to be made into an underwater tunnel from Nassau Street to Metropolitan Avenue. This waterproofing would also have to apply to the entire Metropolitan Avenue–Lorimer Street complex (). The Canarsie line is still elevated down to New Lots Avenue, although it will be over water south of Linden Boulevard. Needless to say, unless it’s either elevated or rerouted over another street or R.O.W., the line will lose access to its namesake neighborhood. The Upper East Side will see the loss of some existing stations and some that are on the verge of being built. Perhaps this might mean bisection of the Lexington and 2 Avenue lines. 96 Street () 103 Street () 106 Street () 110 Street () 116 Street () Lower Manhattan looks complicated, but the viability of most lines appear to end at Fulton Street, Cortlandt Street, or Chambers Street. That newly built Hudson Yards extension may or may not be viable. Above ground, many blocks south of 34 Street and west of 9 Avenue will be under water. With the subway tunnels themselves being buried so deep and its waterproofing known to be shoddy, it’s possible that Times Square–42 Street may once again be the new southern terminus of the —at least on the Manhattan side. Barring some serious waterproofing of the tunnels, the may be bisected as two of the underground stations on the Queens side will be underwater. On the Bronx side: The underground portion of the hews closest to water. The 3 Avenue–138 Street station’s exits will be right at the waterfront, meaning the underground station is a flood risk. Keeping the tunnel connection under the East River may or may not be viable. Ditto for 138 Street–Grand Concourse (). Yards that will be gone: 207 Street Westchester Corona Jamaica Canarsie Coney Island Rockaway Park With the massive loss of yard capacity and facilities, the MTA may need to get creative with whatever remains like making use of elevated tracks that will be above water. (Whether storing and maintaining equipment in a saltwater environment is actually a good idea or not is not something I can comment on.)
  20. You ding points for a train that opens its doors to provide service? lol But you give your home line a pass:
  21. If your mentality is that the glass is half empty, then you could say the pause on the bridge effectively added 3 local stops worth of commute time to the . It didn’t help people much going to Church Avenue (since the is rarely fast enough to catch up that early) and the to Kings Highway is just up a minute or two ahead of the . On the rare occasion that the pulled into Church Avenue with the , it’s usually because of a really crappy train operator and/or conductor on the .
  22. It looks like an inefficient cup handle-shaped route.
  23. Have you traced the path on the map? What does it look like?
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