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| Re: Houston Dip (1349310) | |
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Re: Houston Dip |
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Posted by TerrapIN StatiON on Sun Apr 26 16:53:02 2015, in response to Re: Houston Dip, posted by Spider-Pig on Fri Apr 24 21:03:14 2015. LOL. He's the guy who has trouble crossing 31st Street midblock outside Penn Station and refuses to discuss it further. |
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| (1349750) | |
Re: Houston Dip |
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Posted by TerrapIN StatiON on Sun Apr 26 16:53:34 2015, in response to Re: Houston Dip, posted by Spider-Pig on Fri Apr 24 21:04:12 2015. IAWTP |
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Re: Houston Dip |
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Posted by TerrapIN StatiON on Sun Apr 26 17:06:18 2015, in response to Re: Houston Dip, posted by Steve B-8AVEXP on Sat Apr 25 19:56:46 2015. Pathetic. |
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| (1349755) | |
Re: Houston Dip |
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Posted by TerrapIN StatiON on Sun Apr 26 17:06:28 2015, in response to Re: Houston Dip, posted by G1Ravage on Sat Apr 25 17:29:03 2015. Pathetic. |
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Re: Houston Dip |
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Posted by gbs on Sun Apr 26 23:13:04 2015, in response to Re: Houston Dip, posted by randyo on Sat Apr 25 14:51:51 2015. Are we talking about all the timers through Christopher St and into 14 St? They certainly are annoying, and if they're no longer needed for the hospital, they should be removed."Let's put the Rapid back in Rapid Transit." |
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| (1349859) | |
Re: Houston Dip |
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Posted by Jace on Mon Apr 27 10:22:17 2015, in response to Re: Houston Dip, posted by Spider-Pig on Fri Apr 24 08:49:32 2015. I read those IRT books but always thought why only in a few stations? This explanation makes a lot of sense to me, but not because of any convenience to passengers. A cut and cover tunnel closer to the street means a cheaper tunnel. Keeping the stations close to the surface (i.e. matching the topography) kept construction costs down for the local tracks. Doing so for the express tracks would mean there would be grades for every hill on the surface. It cost more to dig deeper for a low grade line but then operating costs would be reduced (lower power consumption) with faster station to station runs probably also increasing capacity. You could also get away with using those lower HP (and lighter weight?) cars in high speed service. So the IRT's original explanation still sort of works, you just have to focus on the express not the local tracks. |
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| (1349861) | |
Re: Houston Dip |
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Posted by AlM on Mon Apr 27 10:52:44 2015, in response to Re: Houston Dip, posted by Jace on Mon Apr 27 10:22:17 2015. The only catch with all this speculation is that 7th Ave South / Varick Street doesn't actually rise at Houston. According to the USGS map, surface elevation is 20 feet at Morton Street and Charlton Street, and slightly less in between. |
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| (1349865) | |
Re: Houston Dip |
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Posted by Dyre Dan on Mon Apr 27 11:35:26 2015, in response to Re: Houston Dip, posted by Jace on Mon Apr 27 10:22:17 2015. I was at 33rd St. station the other day, that station has the express tracks significantly lower than the local tracks. I had thought it had to do with the Park Ave. underpass (former streetcar tunnel) that is under Park Ave. in that area, but the ceiling of the station is actually level over all four tracks, so it would seem that it couldn't be that. Is the difference in track level there just for the gravity assist for local trains, and not related to the underpass? |
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| (1349871) | |
Re: Houston Dip |
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Posted by AlM on Mon Apr 27 12:24:31 2015, in response to Re: Houston Dip, posted by Dyre Dan on Mon Apr 27 11:35:26 2015. That is a station where the minimization of stairs is actually a good explanation. 33rd Street is a good deal higher than 32nd Street. Even with the local tracks rising, the 33rd Street stairway is probably the longest of any of the original IRT local stations. |
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| (1349876) | |
Re: Houston Dip |
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Posted by Spider-Pig on Mon Apr 27 12:47:00 2015, in response to Re: Houston Dip, posted by Jace on Mon Apr 27 10:22:17 2015. However if they're digging deeper express tracks, much of the savings of less cut and cover is lost, and there is the added cost of building everything on different levels, vs. just having a flat base. |
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