Reply With QuoteThe new R142 cars on the IRT have been remarkably free of graffiti.
That's great.
How long will it last before it:
a) Breaks
b) has grafitti scratched all over it.
As for the light rail, it would be interesting, but there is no real room for it. Unless, of course, you want to get rid of pedestrian ways or any possibility of parkland.
I think an El would be fine, so long as they spent the extra $$ and made it look more like an aqueduct rather than an elevated offramp.
The new R142 cars on the IRT have been remarkably free of graffiti.
All the new cars have plastic covering on the windows to prevent scratching, which works really well.
The only lasting graffiti that I see on the R142 trains are the letters "HA" carved into the drywall boards at the ends of some of the cars. And those showed up in 2002.
I have not seen the new cars, just the stainless ones that have been around for a while.Originally Posted by ZippyTheChimp
While they are remarkably free of paint grafitti, the scratchitti is really bad on some of them.
I compare this with most commuter rails and the PATH train, which show little, if any, of that kind of vandalism (primarily because of the people that use it and the areas it serves not being as casual or used in off hours as the NY subway system...).
I hope the coating it an effective deterrant, but it is rare that any plastic cannot be scratched with something like a metal callous remover or file.
As for the LCD's, they tried those in the Hoboken PATH terminals, and the changes in voltage, poor ventalation, and vibration knocked them out in 3 months. I am not sure which was the major culprit, but they are in sad shape now.... (See Christopher street).
The PATH is cramped and badly ventilated compared to the NYC subway.
I wish they would New York-ize the recorded voices.
The male voice, especially, is right out of the heartland.
They're from Bloomberg news apparently. The guy is a little hokey - almost Johnny-cab-ish (Total Recall). The woman is a better fit, especially her "Wall St." - when she's all about business.
Posts related to the wall found in the Battery Park Subway tunnel have been moved here.
From the NY Post today. . .
WIRELESS EXTENSION
December 29, 2005 -- The MTA has postponed for a second time the deadline for bids to build and operate a wireless telephone network in some subway stations.
Bidders — which include the country's top four cellular providers — will have until Jan. 18 to submit proposals, agency spokeswoman Mercedes Padilla said.
The date extends yesterday's deadline and an original deadline of Oct. 12 after bidders asked for more time, she said.
Cingular Wireless, the largest wireless services provider, is working with Verizon Wireless, Sprint Nextel Corp. and T-Mobile to submit a combined bid to provide wireless phone and Internet access in 277 of the city's 468 subway stations.
MTA officials want a wireless network that allows phone calls and Web access on subway platforms, according to the agency's request for procurement. Post Wire Services
QUOTE: They could extend Grand Central Terminal's CURRENT lower level tracks to tracks 1-5 of Penn Station. Have trains continue that way, then branch off under the West Side Highway. Merge it with an NJT tunnel for an extension of NJT from Hoboken
QUOTE: That sounds extremely expensive... First off, to extend the 18 tracks from the lower level would require a complete redesign of the lower level to remove the stairs at the end of the tracks. Then you're talking about a deep-cut tunnel bored system to bring those tracks to Penn Station, although you could reduce the number of tracks to 4 probably.
How would those tracks merge into Penn however? Go straight down Park Ave under the 4-5-6 tracks and connect at 34th to the LIRR/Amtrak tubes?
I know this was from a few months ago, but I heard this and its very relavant. This wouldn't work for a different reason. If the lower level continued past its ending, yes they would have to remove the ramps and stairs that are there but it would run straight into the 7 line which runs perpendicular to the lower level at the same elevation under ground. They cant go above it becuase you have the the 456 on top and then the sub station main concourse and Shuttle above that. If they wanted to go under and not have too steep a descent, i forget the maximum grade allowed for subway trains, but theoretically they would have to start the descent halfway through the actual platforms which would make the passenger platforms obsolete.
Crain's
Spitzer backs slew of transportation projects
by Erik Engquist
New York state Attorney General Eliot Spitzer on Friday endorsed a slew of major projects he called essential to the economic growth and safety of the region as part of the transportation agenda he would pursue if elected governor.
Speaking at an annual assembly of the Regional Plan Association, Mr. Spitzer said priority should go to a slew of "mega projects:"
* Long Island Rail Road East Side Access, including a third track to increase capacity for the reverse commute to Long Island;
* The Second Avenue subway, including extensions to the Bronx and Brooklyn;
* Extending the No. 7 subway line to the West Side, which is largely a Bloomberg Administration plan;
* Replacing the Tappan Zee Bridge, whose minimum cost of $5 billion should be funded by toll revenue. He said the bridge could be leased to a private operator if a long-term agreement could be reached on toll costs and job protections for bridge workers;
* Upgrading Stewart Airport in Newburgh, N.Y., including adding rail access;
* Building another tunnel for commuters under the Hudson River, funded by the Port Authority of New York and New Jersey.
Mr. Spitzer, a Democrat, said the proposed cross-harbor rail freight tunnel championed by Rep. Jerrold Nadler should be more aggressively pursued. “We must complete the long overdue draft environmental impact statement,” he said.
The gubernatorial front-runner stopped short of endorsing a rail link to John F. Kennedy International Airport, calling for an environmental impact statement to help evaluate whether the project should go forward.
Mr. Spitzer also blasted the Metropolitan Transportation Authority for funding much of its 2000-2004 capital program with debt, leaving it with interest costs that contribute to a projected $900 million deficit in 2009.
He added that Amtrak’s Northeast corridor service should be protected, regardless of the rail company’s financial difficulties elsewhere.
©2006 Crain Communications Inc.
__________________________________________________ ________
Spitzer has vision, I like him.
Something going on here between Spitzer and Nadler?
Why, because Spitzer listed 27 transit projects he favors, and somehow left off the one that Nadler has been obsessing over for the last 20 years?
Problem with another tunnel is that there is not enough capacity on both sides to handle more traffic.
The pallisades create a bottleneck up north, and you already have 2 tunnels within 2 miles of each other down south.
Also, things like Bus traffic will not abate unless another PA or a PA expansion is done.
What might be needed is a direct tunnel through Manhattan that wil allow buisness traffic a more clear access to areas like Brooklyn, Queens and NYC without having to tie up NYC roads or access.
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