SUBWAY - Random Thoughts Topic

[Union Tpke]

Bingo !!! The TA has no pictures of the station. The newspapers have no pictures of the station or it's opening. No contractor or worker has ever been there. No resident ever used the station and no one in RTO ever operated a train there. At least people have seen Utica upper , , or South Fourth, or Roosevelt Avenue.  I think it's a fantasy because no one has seen proof otherwise. Carry on.

 

have you ever listened to what tunnelrat has said? He has spoken to multiple people who have been in there. He is trustworthy. Other provisions he has talked about do exist.

[Threxx]

have you ever listened to what tunnelrat has said? He has spoken to multiple people who have been in there. He is trustworthy. Other provisions he has talked about do exist.

 

Could be fabricated. The fact that every other unfinished and abandoned shell or station has been documented with plans and images and this "station" is not is inherently suspicious. People should be skeptical until proof of trains operating there is presented.

 

The only photo that was said to exist has already been proven to have been doctored, which further leads credence to the fact that the entire existence of the station is a lie.

[Lance]

So it continues.

 

Yesterday, a Queens-bound R160 (car 8786) had the glitch. It got the transfers for Herald Square, Times Square, Lexington Avenue, Queensboro Plaza, and Astoria Boulevard correct, but the rest of them (except 49th Street since it was running express) had the Atlantic-Barclays transfer (2, 3, 4, D, Q, R, LIRR).

 

Is there any news of the fixing this issue? Because it's gonna be a matter of time before this spreads to other lines with NTT trains.

 

 

Sent from my iPhone using NYC Transit Forums mobile app

It's amazing this keeps happening. It happens almost every time they update the AAS package. For whatever reason (corrupted software, incorrect coding, etc), the FINDs will take any station that does not have any listed transfers and add the transfers from some random station (in this case Atlantic Av-Barclays Center).

 

As for the MTA fixing this, they're probably working on the issue, but with the glacial pace they move, it'll likely be a few weeks. Look at how long it took them to fix the ding-dong-ditch glitch on the 142s last year.

[Union Tpke]

Could be fabricated. The fact that every other unfinished and abandoned shell or station has been documented with plans and images and this "station" is not is inherently suspicious. People should be skeptical until proof of trains operating there is presented.

 

The only photo that was said to exist has already been proven to have been doctored, which further leads credence to the fact that the entire existence of the station is a lie.

 

76th Street Station (IND Fulton Street Line)

Appearance/Area’s Layout

Blue Tiles, only the southbound platform has tiles and the platform floor is rough unfinished concrete.

The station probably extends westward from 76th Street as maps from the late 1930s show the station as 75th Street. Tunnel ended at 79th Street.

Exit in the center of the station

The wall at the end of track is concrete not cinderblock.

During the construction of Grant Av, before the concrete wall was put up, there was a temporary wooden wall.

Cinderblock wall at Grant Avenue and North Conduit on the South side – A7 and A8 yard leads

The Pitkin Avenue "mainline" also dips below both the leads to Grant Avenue station as well as underneath the K3-4 and K5 yard leads that does put 76th Street station pretty deep and probably below any sewer work in the area.

The A7 and A8 yard leads had rail installed and were at one time connected by switches to A5 and A6 inside the portal. Yard moves were made on these tracks. In 1962, there were no cinder block walls, but the tunnels ended in mounds of earth. By that time the switches had been removed and the home signals and their associated stop arms protecting the now removed switches were still functioning. In 1983, the cinder block walls had been put up and the signals although still in place were no longer functioning and the stop arm mechanisms had been removed.

The fact that the line may have been intended to go via Linden Boulevard could explain the partially built street between Pitkin Avenue and Cross Bay Boulevard. Most maps from the 1940's to the 1980's show Linden Boulevard completed there, as well as a cut across the northwest corner of Aqueduct Race Track, also never built. They also show a more elaborate interchange at Conduit Boulevard, and the street continuing across a still-visible ROW through Tudor Park to 88th Street. When Dumont Avenue was first built through to 88th Street there was actually a curb cut on the southwest corner, blocked by a temporary real estate office building.

Plans

It always was the Board of Transportation’s intention to recapture the Fulton Street Elevated, and extend the line to 229th Street and Linden Boulevard. In the 1939/1940 plan the line was cut back to 106th Street.

The line was built before World War II from Rockaway Ave to somewhere around here. The full station at Broadway Junction was built, and tiled, but it lacked the metal for the rails and signals because of the war effort. The station shells at Liberty, Van Siclen, Shephard and Euclid were also all built before the war, and then construction stopped because of the war.

Some early proposals for the IND Fulton St Line called for it to continue out on Fulton Street under the existing Jamaica Line structure and emerge just past the Crescent St station and connect to the Liberty Avenue structure from north of Liberty Av instead of south of it which is where it connects at present. This might be why the first portion of the IND ended at the odd location of Rockaway Avenue since the planners probably weren't quite sure where the line was going to go once it reached the ENY area.

After unification, the concept of competition was no longer considered and the subway south of Rockaway Avenue was routed slightly north under Truxton Park to provide a transfer to the Broadway Junction complex. The possibility of replacing the BMT Jamaica Line, or connecting with the Jamaica Avenue Elevated was considered.

A map from 1950 indicates that while the "mainline" portion of the Pitkin Avenue subway was intended to have connected to the LIRR ROW in the area of Aqueduct in 1948, by the time of the 1950 map those plans had been abandoned and the connection we now know as Liberty Junction was shown

OK, as I am looking now at the May 2004 edition of the NYD Division Bulletion of the ERA, there is a created schematic map on page 6 that showed a proposal of the IND Fulton Street Subway line going past Euclid Avenue and into Queens. The credit goes to ERA member Jeffrey Erlitz for putting the map in the article, and it is based upon the Board of Transportation's drawing entitled "Study for Alignment and Grades from Grant Avenue to 106th Street with Connection to Rockaway Division of the L.I.R.R.", dated October 15, 1940 and revised April 16, 1945.

 

The list of stations of the main trunk line were to have been as follows:

1. 76th Street (four track local station, side wall platforms, interlocking switches east of the station)

2. 84th Street (four track local station, side wall platforms)

3. Cross Bay Boulevard (four track express station, island platforms, interlocking switches west and east of the station; track arrangement would have almost similar to 168th Street-Washington Heights).

From here, the line would split up to then continue with two track towards a stub end terminal station at 105th Street, plus a semi-storage lay-up yard east of Cross Bay Boulevard, and a two-track connection to the Rockaway Line going southward about a point north of what would be the present Aqueduct-North Conduit Avenue. The track connection between the Fulton Street and the Rockaway Line was to be tunnel portals at Pitkin Avenue, and as seen on the schematic drawing in the article.

The portion of Linden Blvd. between Centerville St. and Rockaway Blvd. does not show up in either the 1924 photos (NYC Map) or the 1954 photos (HistoricAerials.com). There may have been a curb cut at Rockaway Blvd. but nothing else. For a while, when Dumont Av. was first built through from 86th St. to 88th St. (and signed 135th Av, by the way) back around 1980, there was a curb cut for Linden Blvd. on the southwest corner next to a temporary building for real estate sales, but it was later filled in. If there was intended to be a stop at 105th St, that street would have to have been extended through the parking lot to Linden Blvd. It therefore appears that the IND was intended to turn from Pitkin Avenue onto Linden Boulevard near Sitka Street.

76st was constructed 1941/2.i,ve got issuses of the era`s bulletin showing construction just east of liberty&penn.ave circa 1942.

it was built 1941to 1942. all construction on the A line ceased in may of 1942 when it was extended a little beyound euclid ave.this is according to fredric kramer in "building the ind" this section was a deep hole,just look how the 4 layup tracks dip under the grant ave.station.on the street there was nothing.all of those houses on the queens side were post WW2 construction.there were just a few buildings on the bklyn side that are pre WW2 construction. . 

 

Evidence

There is a transit authority manhole just a few feet east toward 76th Street at Eldert’s Lane. It is located at the edge of the parking lot looking eastbound at Eldert’s Lane. The markings have been erased due to heavy auto traffic over the years. This may be the entrance to the tunnel beyond the 4 layup tracks at Grant Avenue. If so, this might be the easiest access to 76th Street.

(Tunnelrat) In 1978, he said that he and his partner, a former transit cop, took him into Pitkin yard, got a set of keys from the yardmaster and took him to the cinder block wall, which at the time had a structure door in it. They went through the door and walked a distance on ballast. There were no rails or phantom trains until they reached the 76th Street platform they walked the platform to the end, They said that it was played out like an IND station with blue tiles on the wall. The center entrance to the street was sealed up, the other side, the city bound side was incomplete. They went as far as the edge of the eastbound platform. They shined their flashlights down the hole toward Queens and could not see the end of the tunnel. It was a typical four track right-of-way, with no tracks, and no roadbed, and lights.

In 1962, I (Randyo) met an IND C/R that had been in the unfinished station on a long relay move a few years before. A fellow TA employee mentioned that when he was flagging for the construction of Grant Avenue in the early 1950s, he and another flagman got lost in the labyrinth of tunnels S/O Euclid and ended up in a partially built station which fit the description given by the C/R who first told me about it. The long relay move possibly from Pitkin Yard makes sense since from personal observation I know that the A7 and A8 Yard leads were at one time connected to the existing leads and were used for some yard moves before they were disconnected and removed. These accounts describe the station similarly and were given by people who didn't know each other so that seems to lend credibility to the existence of such a structure. The listing of 2 emergency exits on Pitkin Avenue in the approximate area of the station in the trainmaster's emergency exit book in 1983 also adds to the credibility.

As I have mentioned over the years, when I (Randyo) was a trainmaster in 1983, the emergency exit book in the command center showed 2 emergency exits, one on each side of Pitkin Ave, between Grant Av and the next street which I believe is Eldert Lane. These would be past the definitely known end of construction. When George Abere and I attempted to find them when we explored the area in 1983, they were nowhere to be found. I don't recall the date the book was issued and unfortunately it has been updated and those exits are not shown in the new edition. What we did find was a manhole in the middle of Pitkin Av about midway between Grant and the next street with a cover marked "Independent Subway System City of New York." When I drove past that spot about 5 years ago, that manhole was no longer there and the street looked to have been freshly repaved. Some of my sources who support the existence of the station shell have indicated that the subway infrastructure only extends to around 79th Street so that would be a good reason why nothing was observed at 80th Street since it would be beyond the point where construction ended. 

in 1968 I (tunnelrat) was a transit cop working the A line.I asked the m/m if he knew anything about 76st,YES was the reply.in the early 1950`s he was a conductor on the pump train when they were ordered to go beyound the portals[the cinderblock wall]as the tunnel had flooded.they went a"distance" beyound the wall untill they hit water,they did see the shell station& your guess on what is a distance is as good as mine.you DON`T put up a cinder block wall at end of construction,you put up a concrete wall.he had heard from other m/m who had did a long relay from pitkin yard that they had found a "ghost"station at the end of the b/b.he did not see this for himself. 

 

 

Explanation

The surveyors may have encountered problems with the ground under Pitkin Avenue that would have made further construction either prohibitively expensive or outright impossible. The decision to halt construction may have been made before construction actually ceased and to cover up whatever error did take place the area in question was simply sealed up to avoid potential embarrassment on the part of any individuals or government agencies and/or officials that might have been involved.

Possible serious water problems – Until the early 1960's, the space now occupied by 79th St. south of Linden Blvd. contained a channeled watercourse, no doubt connected to the creek further south. The 1924 photos show this creek extending north to South Conduit Av. with what looks like a dirt path continuing to the north towards the cemetery on the north side of Pitkin Avenue. Perhaps there was still an underground stream there.

Someone on the forum’s father had observed what appeared to be major street construction in the area of Conduit Blvd in the late 1940s, which may indicate that any sewer work done in the area may have been done at that time rather than at a later date.

Since apparently there was a lot of non transit construction going on in the area as well as transit work, as I mentioned in some other posts, it could be possible that some other city department like water supply or even a private company like Con Ed or Brooklyn Union Gas might have built the infrastructure past the wall at the end of the known subway. It may be that the other agency or company was informed of the impending subway construction and opted to excavate the area for both utilities and the subway rather than have their newly installed utilities dug up again for the subway construction. That may explain why the MTA may have no records of such construction since it may not have been built by the B of T and therefore there would be no records to transfer. With this in mind, the PSC requested that the Bkln Edison Co which was building in the area at the time, construct its circuit breaker chambers as small sections of subway tunnel so that should the line be expanded, the additional tunnel sections could be easily connected to them. That is why the NYCTA records don't show any such construction even though it exists. Those sections were not built either by or for the PSC or any dual contract subcontractor and so as far as the TA is concerned they were never built and do not exist. If 76 St does exist and additionally, is not itself actually in use by any agency or utility company, any records of its construction may have by now either been destroyed or at best may be extremely difficult to find since nobody but transit historians like us would really know what to look for or even care about it or know what it is even if they found it.

 

 

 

 

 

 

 

They did have water problems here, as the water table is higher up. This is what might have stopped construction.

img-1 by spicker613, on Flickr

img-2 by spicker613, on Flickr

img-3 by spicker613, on Flickr

img-4 by spicker613, on Flickr

img-5 by spicker613, on Flickr

img-6 by spicker613, on Flickr

img-7 by spicker613, on Flickr

img-8 by spicker613, on Flickr

img-9 by spicker613, on Flickr

 

 

 

Proposed extension to 106th Street

img-10 by spicker613, on Flickr

 

The wall was used to keep out water, dirt, and mud, which could seep into the tunnel.

img-11 by spicker613, on Flickr

Dealing with the water

img-12 by spicker613, on Flickr

 

October 28, 1938 Long Island Star – Journal by spicker613, on Flickr

Long Island Star – Journal March 8, 1939 by spicker613, on Flickr

1940 Long Island Daily Press by spicker613, on Flickr

Long Island Daily Press 1940 by spicker613, on Flickr

Mention of Old South Road in 1930

Long Island Daily Press January 14, 1930 by spicker613, on Flickr

Question about Routing

Long Island Daily Press AUGUST 18, 1941 by spicker613, on Flickr

 

 

There is more information on this discussion on subchat.

http://www.subchat.com/readflat.asp?Id=1383388

Edited April 25, 2016 by Union Tpke

[Threxx]

Was it really necessary to post all that with those ridiculously large images?

 

Articles with proposed extensions to St. Albans hardly qualify as proof. And anyone dedicated enough with a good imagination can describe a station which never existed.

 

Why are there no confirmed images of the station? Why is all the information about the station only coming through this "tunnelrat" figure?

Smells like a lie. Until I see proof I'm not believing otherwise.

 

All skimming the SubTalk thread told me is that others are equally as skeptical as I am. It seems some believe there may be an incomplete station shell there but nothing more. Probably far more likely than a secret station that was walled off after being used.

Edited April 25, 2016 by Threxx

[Javier]

It's amazing this keeps happening. It happens almost every time they update the AAS package. For whatever reason (corrupted software, incorrect coding, etc), the FINDs will take any station that does not have any listed transfers and add the transfers from some random station (in this case Atlantic Av-Barclays Center).

 

As for the MTA fixing this, they're probably working on the issue, but with the glacial pace they move, it'll likely be a few weeks. Look at how long it took them to fix the ding-dong-ditch glitch on the 142s last year.

I believe it's the incompatiblely of the code they use to update the ASS package. For example, the M60 SBS+ update knocked the other transfer programs out of whack, causing them to be thrown all over the place (I.e when trains started announcing the pre-2005 Times Square transfers at Brooklyn Bridge.)

[Javier]

As for 76th Street, there's only one photo I found (which was a hoax unfournately.) There are a LOT of different unfinished tunnels/bellmouths/stations throughout the NYC subway system (which I will make a thread about later in the day) that have never even been found yet or a few know very little existence of. For example, a tunnel that's located directly above the line somewhere in Manhattan wasn't found till last year. So why can't we believe that 76th Street exists?

[Javier]

And regarding that AAS program:

 

Edited April 25, 2016 by Javier

[Union Tpke]

As for 76th Street, there's only one photo I found (which was a hoax unfournately.) There are a LOT of different unfinished tunnels/bellmouths/stations throughout the NYC subway system (which I will make a thread about later in the day) that have never even been found yet or a few know very little existence of. For example, a tunnel that's located directly above the line somewhere in Manhattan wasn't found till last year. So why can't we believe that 76th Street exists?

 

I am compiling a whole list https://en.wikipedia.org/wiki/User:Kew_Gardens_613/New_York_City_Subway_Bellmouths_and_Provisions

 

What tunnel are you taking about above the line? I haven't heard of that one.

[j express]

Usually split G.O.s (where the line runs in two sections)

 

I distinctly remember the R62A , R142A , R62A , etc. during a split G.O. that only happened because the portion of the route that it was running on had limited access to its yard. 

Its noticeable in the IRT but not for the BMT. One case I can think of was a   used a  layup when it ran to 2 Av making all local stops.

[Union Tpke]

And it's connected to the ? Or is it connected by a ladder?

 

And an update on 76th Street station: I read somewhere that the MTA did some inspecting a few years ago and drilled a hole in the wall of the layup track at Euclid, but water came out and was resealed.

 

I need to know the answer, it's been bugging me ever since I heard about it. Is there an actual 76th Street station, and why won't the MTA just do us a favor and check? It's beneficial to them because they can extend the yard leads to store more trains, and to us because we will finally know the truth.

 

If there is water, then some of my evidence is confirmed. The project was halted because of the high water table.

 

There is an interesting discussion about it here.

http://ltvsquad.com/2007/01/21/76thstreetmystery/

 

[Javier]

If there is water, then some of my evidence is confirmed. The project was halted because of the high water table.

 

There is an interesting discussion about it here.

http://ltvsquad.com/2007/01/21/76thstreetmystery/

 

So then maybe the station shell was flooded after it was sealed because they couldn't continue any further.

[Dj Hammers]

For example, a tunnel that's located directly above the line somewhere in Manhattan wasn't found till last year. So why can't we believe that 76th Street exists?

..care to elaborate on this?

[Lance]

Was it really necessary to post all that with those ridiculously large images?

 

Articles with proposed extensions to St. Albans hardly qualify as proof. And anyone dedicated enough with a good imagination can describe a station which never existed.

 

Why are there no confirmed images of the station? Why is all the information about the station only coming through this "tunnelrat" figure?

 

Smells like a lie. Until I see proof I'm not believing otherwise.

 

All skimming the SubTalk thread told me is that others are equally as skeptical as I am. It seems some believe there may be an incomplete station shell there but nothing more. Probably far more likely than a secret station that was walled off after being used.

Agreed. While this is a persistent rumor, until I see anything to the contrary, I will continue to believe it's just that. If the station did exist, the BoT would've have at least mentioned the existence of the station in their major expansion plans for the early 1950s. And I don't believe the information was simply kept from the BoT. A lot of different departments of city building and planning get involved in construction, especially underground work. If there was a station, we'd know about it.

 

It is amazing how popular this has become. It's even got a piece in the New York Times. Of course, the whole thing is based on the testimony of one person, so I'm still not buying it.

 

And regarding that AAS program:

<video removed>

Please don't try to pass off other people's recordings as your own. I know for a fact that's MrRailfan's recording from the line.

 

Its noticeable in the IRT but not for the BMT. One case I can think of was a   used a  layup when it ran to 2 Av making all local stops.

For the most part, it's easier to get B-Division cars around track outages than it is for the numbered lines.

 

..care to elaborate on this?

Yes, I'd like to know as well.

Edited April 25, 2016 by Lance

[Javier]

It's called the Tomb OV tunnel, and if I don't mix this one up with another tunnel that I have in mind. Apparently it's located above the line in Manhattan (from what I've heard.)

[Union Tpke]

It's called the Tomb OV tunnel, and if I don't mix this one up with another tunnel that I have in mind. Apparently it's located above the line in Manhattan (from what I've heard.)

 

where in Manhattan? This doesn't say anything about it.

[Threxx]

where in Manhattan? This doesn't say anything about it.

 

http://ltvsquad.com/2007/01/21/tomb-ov-the-unknown-tunnel/

 

The fact that the article intentionally witholds information is suspicious to me. The pictures seem real but who knows if they are at this so-called unexplored tunnel or if it is somewhere we have already found?

 

"It’s almost impossible to find, and for the moment we’re not going to give any real clues. Mysteries like this one keep people exploring."

 

Please. Just a pathetic excuse to cover up mistruth. If this truly exists then the should be aware of it.

Edited April 25, 2016 by Threxx

[Around the Horn]

 

http://ltvsquad.com/2007/01/21/tomb-ov-the-unknown-tunnel/

 

The fact that the article intentionally witholds information is suspicious to me. The pictures seem real but who knows if they are at this so-called unexplored tunnel or if it is somewhere we have already found?

 

"It’s almost impossible to find, and for the moment we’re not going to give any real clues. Mysteries like this one keep people exploring."

 

Please. Just a pathetic excuse to cover up mistruth. If this truly exists then the should be aware of it.

LTV squad has been known to withhold information regarding their own tresspassing. However they are also the most reliable source when it comes to underground tunnels, so I'd believe them. They just don't want the MTA on their heels and I don't blame them.

[Javier]

where in Manhattan? This doesn't say anything about it.

I know, which is suspcious. The only info got was that it was located above the 8th Avenue Line in Manhattan.

LTV squad has been known to withhold information regarding their own tresspassing. However they are also the most reliable source when it comes to underground tunnels, so I'd believe them. They just don't want the MTA on their heels and I don't blame them.

Exactly!

[Union Tpke]

The MTA does not know where most of these things are. A lot of these are from the BRT or IRT. Then they came under the Board of Transportation, and afterwards the NYCTA. Finally they came under the MTA. Do you think that all of these documents were transferred over? Of course not. Someone on subchat literally saw dumpsters of documents thrown out. I'd bet several of them would mention places such as 76th Street. Tunnelrat actually saw a document concerning 76th Street but forgot to copy it.

[Javier]

The MTA does not know where most of these things are. A lot of these are from the BRT or IRT. Then they came under the Board of Transportation, and afterwards the NYCTA. Finally they came under the MTA. Do you think that all of these documents were transferred over? Of course not. Someone on subchat literally saw dumpsters of documents thrown out. I'd bet several of them would mention places such as 76th Street. Tunnelrat actually saw a document concerning 76th Street but forgot to copy it.

I have a 78.8% chance that 76th Street exists. If I had the authority, I would go directly to 76th Street and tear a hole in the street if I had to.

[Union Tpke]

I have a 78.8% chance that 76th Street exists. If I had the authority, I would go directly to 76th Street and tear a hole in the street if I had to.

 

the best way to find out is if someone gets a ground penetrating radar. That is what all of the old timers tell me.

[Trainmaster5]

There are many " hidden " locations in the subway system located near active and inactive sections. To say that the RTO, Signal, and Track departments as well as the former Transit Police Bureau don't have records, pictures, or have active or retired employees and don't know about these locations is misleading, at best, or incorrect. Many years ago I worked on what we know as  "work" trains. There were times that the work train(s) consists would remain at a location for 55 continuous hours and we M/M were not relieved. My partners and I would walk through these half-lit tunnels and sometimes find little cut-outs that led to utility rooms or storage rooms that local RTO supervision didn't know about. The catch was that we had a T/M, a Trainmaster who knew every nook and cranny in the IRT. We would find some new, out of the way location and describe it. He would tell you where that room or cut-out was, the survey marker, and the closest signal # to that location. When I told him about the provisional job I had as a Railroad Porter and that I and a Transit P/O had explored the upper level of Utica Avenue on the IND he, an IRT Trainmaster, told me the key # and booth I used to get that key. He told me where in the RTO Command Center at 370 Jay St and the Signal and Electrical departments this information was located. Under his tutelage and that of my RTO rabbi we "students" of theirs have been inside old Mott Tower at 149th St-GC which is right in front of you if you know what to look for, The "tower" at 142nd St Lenox Junction, again it's in plain sight if you know where to look, Brooklyn Bridge satellite tower, The whole SF inner station , as well as all of the IRT towers, past and present in Brooklyn. We've walked from the Transit Museum to Hoyt-Schermerhorn and back on the IND numerous times. Towers at Broadway-ENY, Utica on the as well. The only thing I regret missing out on was the loop track on the BMT at Myrtle Avenue on the approach to the Manhattan Bridge. Now that I've posted my history channel saga I'll tell you a simple trick that these so-called explorers sometimes overlook. I gave you a hint before. Remember the discussion about 76th St and the signals and walls? Utica Upper, or the abandoned towers? As my rabbi and the T/M pointed out anything with signals and/or lighting has electrical and telephone wiring leading to and from it. It registers in the system somewhere. Those of us who were working in RTO after 9/11 are aware of the contracts that were let to Lockheed-Martin and the like to monitor the river tunnels and other off site unused locations in the system like vent rooms and such where someone could get access to the system. Guess where those plans came from? Anyone can lift up a subway grate and climb around but I doubt that anyone is stupid enough to become an undercover explorer. I can truly state that I would feel no compassion if an unauthorized explorer, vandal, or terrorist were shot and killed. Shouldn't have been there. Carry on.

[Javier]

Trainmaster, has your Rabbi ever mentioned something about 76th Street?

[Javier]

Hey, since the MTA is no longer in a budget crisis, why don't they reopen Richmond County Ballpark on the SIR?