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T to Dyre Avenue

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T to Dyre Avenue last won the day on December 14 2018

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    Whitestone, Queens

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  1. Not to mention how they’re linked to Paul Manafort. Should the MTA really do business with any firm linked to Paul Manafort? At least Alstom, Bombardier, CAF and Kawasaki already have significant presences in New York State and three out the four of them have already built trains for the MTA (though Bombardier’s screw-ups are not helping).
  2. Oh, I do. You get what you pay for. Without automation in place, you still have to operate things manually and you need people to do that. It’s one thing to try to stay within a budget. But that’s not what they’re doing here.
  3. Then, in this case, they can’t centralize quickly enough. It shouldn’t be that there’s only one person in a tower operating the interlockings under the current setup. Not just for pissing and shitting, but for other reasons, too. Otherwise, yeah, service dies. Same thing with the booth clerks. For upper-level MTA management to say, “Not our problem, just hold it in!” is both callous and stupid of them.
  4. Maybe donate it to Transit Tech. With the R42s all but retired, they could replace one of the R42s at the school with this R211 mock-up. Not sure what would replace the other R42, though with the R62s and R68s sticking around for the foreseeable future, perhaps it would be good for the school to have one SMEE-generation car and one New Tech-era car.
  5. They managed to fit offset doors on the R142/142A/188 B-cars, though the A-cars have parallel doors. That was an arrangement retained from the R110A train. Interestingly, all nine cars of the R110B had offset doors, even the A-cars. I guess that was easier to do with a 67-foot car length. But they decided to go back to 60 feet for the R143, but retain parallel doors on both A and B-cars (unlike the R16 thru R42 fleets which all had offset doors).
  6. I’ll take it over advertising for “the competition” (aka, Uber and Lyft). Maybe we’ll see some more Upstate attractions too (there’s lots of them).
  7. From my own personal standpoint, I like the TRB concept better. For those of us with longer commutes (which would only increase in number if the MTA ever gets extension-happy). With minimal seating in the middle of the cars and doors clustered closer together, you’d likely negate the need for super-wide entry doors, like the R211 will have. Or you might have three super-wide entryways, instead of four regular sized ones, like in the TRB diagrams and on the current B-Division cars. Though I can see issues with those entryways being clustered closer together. It would force riders on the platform to cluster in even larger groups than now, to position themselves in front of a door when the train stops. That’s a less efficient use of platform space.
  8. Competition is great for the bidding process to keep the price down. What’s not great is the requirement to accept the lowest bid. There are times when you really do get what you pay for. It’s good that nothing about the R262 cars is set in stone yet. It’s good that there’s still plenty of time to make the decision. Presumably by the time the MTA puts the R262 contract out to bid, the MBTA’s new Orange Line cars being built by CRRC in Springfield, Mass, will have had a few years to prove themselves in service. Ditto for the CTA’s 7000-series cars being built in south Chicago. Hopefully by then, we’ll have a clearer picture of how reliable CRRC vehicles are on North American metro rails.
  9. Agreed that Flatbush needs to be fixed. Relay tracks and a crossover south of the station would be a step in the right direction.
  10. Agree that the Lex CBTC work and the R262 order should coincide with each other, as both are key to keeping the A-Division running well in the long term. Though I’m sure some kind of contingency plan will be drawn up in the event one is done significantly earlier than other.
  11. Well yes, you can do that too, but knowing the MTA’s propensity to run as little service overnight as possible, I suggested the two disconnected shuttles, though they haven’t run two disconnected sections of a line in regular overnight service since the in the 70s and early 80s which ran two shuttles between 57th St and Rockefeller Center and between 36th St and Stillwell Ave.
  12. DeBlasio’s support for a Utica Avenue extension is very disappointingly tepid, at best. Certainly more so now versus his first term as mayor. It’s really such a shame on his part. Though I really would like to see the MTA’s upcoming study soon and I do hope it will produce some positive results.
  13. I think Little Neck’s too far out. It’s well past the Cross Island Parkway, and the density has dropped off significantly long before you get to Marathon Parkway. So much so that it’s not very easy to tell where Queens ends and Nassau County starts. I feel that the residents living that far east (Little Neck/Douglaston) would be much less likely to switch from the railroad to the .
  14. Agreed that Bell Blvd, possibly even Springfield, is the sweet spot for a extension that would be a real game changer for public transit in Northeast Queens. Once you pass over the Cross Island Parkway on Northern, you can really see just how much the density in the development drops off. It’s very noticeable. As for the other end of the , I’ve always had my reasons for not extending it to Jersey without going further east in Queens first. Putting logistics and politics aside, probably the best place to extend the in Jersey would be through Hoboken, Union City and Jersey City, as those are some hugely dense areas of population, with a significant amount of transit riders. Yes, Bloomberg wanted to do it. But his idea was to just extend the to Secaucus through densely populated Hoboken and Union City without stopping in either place. This was just after newly-elected Gov. Christie pulled NJ out of the ARC Tunnel project. There was just so much wrong about that idea and so many people on both sides of the Hudson who would have good reason to be pissed over it (if it had a realistic chance of happening). I’m not completely against the idea of extending the or to Jersey. It’s really not any different than proposing extending HBLR or PATH to Staten Island (which have been proposed on more than one occasion). And we certainly could use another trans-Hudson rail connection on top of two new Amtrak/NJT tunnels to Penn (not like Donald cares!).
  15. Those and extensions would be such game changers for eastern Queens. We wouldn’t need so many bus routes and they could be refocused into providing local service between the neighborhoods.

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