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Old July 16th, 2014, 11:50 PM   #2701
Svartmetall
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JR East's network is concentrated in the Tokyo metropolitan area with 2272km of its network being within the metropolitan area.

Take a look here: http://en.wikipedia.org/wiki/List_of...8Kant.C5.8D.29

There you see, there are lots of different private operators that have quite sizeable networks (Tobu for example consists of 464km of rail). This is why I say that things are not as easy to interpret as you think.

One of the reasons that Hong Kong MTR (Corp) is so profitable is due to its overseas activities. The HK MTR itself is harder to separate from its rather extensive overseas operations (for example, the metro in Stockholm here in Sweden is run by HK MTR Corp). The franchises they own across the world help to bolster their income without incurring many expenses as they are primarily owned and built by governments in their respective countries (like in Sweden and Australia where their operations exist). They, too, take the approach of owning real estate and retail to bolster their income, much in the same way as the private Japanese companies do, so really you and I are talking about the same business model. The only difference between the two sets of companies is that HK MTR has overseas operations as well.
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Old July 17th, 2014, 04:27 AM   #2702
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Phoenixboi08, you should offer some of your ideas to the MTA "reinvention commission," going on as we speak.
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Old July 17th, 2014, 02:14 PM   #2703
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Phoenixboi08, you should offer some of your ideas to the MTA "reinvention commission," going on as we speak.
Haha I wish!
I do think they're smart enough to know most of those things, however.
I was only trying to point out some of the things that do seem to be bogging them down.
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Old July 20th, 2014, 05:18 AM   #2704
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I think some has to do with the cost of traveling, which varies by the distant you travel. In NYC, it's $2.50 flat (or $2.75 for a single ride).
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Old July 20th, 2014, 05:00 PM   #2705
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What would it take for the NYC subway to make an operating profit?
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Old July 21st, 2014, 01:40 AM   #2706
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What would it take for the NYC subway to make an operating profit?
A lot.

1. Eliminate underused tracks and stations. In particular, the Rockaway branches are the biggest money-losers in the city, and some redundant stations like 18th St on the 1 and Fulton St on the G would also be eliminated. Either spin off the SIRR into an entirely separate system or shut it down.

2. Upzoning along transit routes in the outer boroughs, particularly in Brooklyn, which has the most lines running through relatively low-density areas, to encourage increases in transit ridership. Lines especially viable for upzoning include the A/C, B/Q, D, F, J/Z, M and N in Brooklyn, and also the A, F, J/Z, M and N/Q in Queens, and the 1 and the 6 in the Bronx.

2. Drastic changes to union work rules and union negotiation standards. Significant cuts to redundant parts of the workforce, reduction of excessively generous overtime and pension benefits.

3. Enormous initial capital investment in order to improve efficiency of the system that would reduce costs in the long term. Cleaner tracks and fully updated cars mean fewer breakdowns and other costly service problems. Disentangling problem tracks and stations could also improve efficiency (a new separate tunnel for the R between Manhattan and Queens to eliminate that bottleneck, extending the 6 south one stop from Brooklyn Bridge to Fulton St to improve connections and reduce the 4/5 bottleneck, improvements to the WTC E station that would allow faster turning, four-tracking the L, etc.). Improvements in the methods of procuring capital contracts could also reduce future debt.

That's probably not enough, but the system would approach an operating profit.
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Old July 21st, 2014, 10:55 AM   #2707
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Thanks for your ideas, LastConformist. Can you explain more about the financial effects of union work rules and regulations?
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Old July 22nd, 2014, 01:25 AM   #2708
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As a reference point I believe the London Underground just about breaks even, excluding capital investment. I imagine that it deals with similar issues with pay and unions to the New York Subway. In order to break even fares are much higher. For example my commute to and from work (about 5 miles) costs about $10.
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Old July 22nd, 2014, 01:36 PM   #2709
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Quote:
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As a reference point I believe the London Underground just about breaks even, excluding capital investment. I imagine that it deals with similar issues with pay and unions to the New York Subway. In order to break even fares are much higher. For example my commute to and from work (about 5 miles) costs about $10.
It also likely doesn't have to shell out nearly as much for servicing debt.

Much of why they have such difficulty finding new projects is that the financing schemes we use are flawed.
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Old July 22nd, 2014, 06:52 PM   #2710
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Quote:
Originally Posted by phoenixboi08 View Post
It also likely doesn't have to shell out nearly as much for servicing debt.

Much of why they have such difficulty finding new projects is that the financing schemes we use are flawed.
But it did suffer from the bankruptcy of their stupid PPP venture with the tube. Metronet collapsed entirely and went bankrupt, costing the taxpayer inordinate amounts of money. Not to mention the fees for consultants for setting up the PPP (approximately half a billion pounds). No, the poor Tube was saddled with massive costs as well thanks to mismanagement. Thank goodness it has turned the corner and manages to do pretty well now, albeit with exorbitant fares.
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Old July 23rd, 2014, 02:32 AM   #2711
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Quote:
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But it did suffer from the bankruptcy of their stupid PPP venture with the tube. Metronet collapsed entirely and went bankrupt, costing the taxpayer inordinate amounts of money. Not to mention the fees for consultants for setting up the PPP (approximately half a billion pounds). No, the poor Tube was saddled with massive costs as well thanks to mismanagement. Thank goodness it has turned the corner and manages to do pretty well now, albeit with exorbitant fares.
Hm, didn't know that. However, at the very least, the silver lining appears to be that they learned their lesson.
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Old July 24th, 2014, 11:06 PM   #2712
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Quote:
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Thanks for your ideas, LastConformist. Can you explain more about the financial effects of union work rules and regulations?
There are a variety of issues on this point, and I admit to not being intimately familiar. The main issues stem from excessively generous overtime pay and resistance by the unions to automation of trains and improvements in station automation because they would result in fewer jobs for conductors and agents (and also general resistance to elimination of positions through streamlining--there's a lot of chaff in the employment structure due to unneeded positions still filled because the MTA can't really conduct layoffs).

Labor rules around capital projects also cause budget problems (really a more general problem in the construction sector).
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Old July 25th, 2014, 02:55 AM   #2713
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BMT Astoria Line meets IRT Flushing Line meets Queensboro Plaza


2 elevated trains
by t55z, on Flickr


7 train at Queensboro Plaza
by t55z, on Flickr


Q train at Queensboro Plaza
by t55z, on Flickr


N train on an elevated track
by t55z, on Flickr


plane, train, and bicycles
by t55z, on Flickr
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Old July 31st, 2014, 06:20 AM   #2714
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[IMG]http://i57.************/ru3a6s.jpg[/IMG]

[IMG]http://i62.************/ea59h2.jpg[/IMG]

[IMG]http://i61.************/xc3scx.jpg[/IMG]
Garbage all over the track

[IMG]http://i61.************/rawxm8.jpg[/IMG]
New digital clock to track trains coming in to the station, rarely ever accurate.
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Old July 31st, 2014, 04:39 PM   #2715
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Official from MTA:

Quote:
http://www.mta.info/news-new-york-ci...rail-road/2014

MTA’s Proposed 2015 Budget Includes Systemwide Service Enhancements
July 29th, 2014



The MTA's new budget plan includes a number of service enhancements for New York City Transit, Long Island Rail Road and Metro-North Railroad customers.

The service enhancements are all part of the MTA’s 2015 - 2018 financial plan, which includes $363 million in safety improvements, $125 million in increased operations and maintenance costs and $20 million in added service systemwide.

For subway riders the initiatives include extended weekend service along the J line from its current terminus at Chambers St to Broad St. Extending the line will improve connectivity by providing Williamsburg and Bushwick customers with a transfer at Fulton St. On average, 14,000 weekend customers will benefit from this added service when it is implemented in mid-2015.

And weekend service is going to get better for LIRR riders, too. Restoration of West Hempstead Branch weekend service will be implemented as soon as this fall. Starting on Saturday, November 22, weekend service returns to the West Hempstead Branch for the first time in four years with trains running, as they had in the past, every two hours between West Hempstead and Penn Station and Atlantic Terminal in Brooklyn with connecting service at Valley Stream and Jamaica. Service was cut in 2010 as part of an MTA austerity plan in the face of a large budget gap.

As for Metro-North customers...

Starting this fall, the Railroad will slash parking fees at its West-of-Hudson stations to lower the cost of commuting and make the railroad an even better commuting option for residents of Orange and Rockland counties.

The one-year pilot program, announced at Monday's MTA Board meeting, will offer a “12 for 1” annual parking permit, with 12 months of parking available for the cost of just one month – a 91% reduction. This reduces the cost of annual parking from $235 to just $20.

Other systemwide improvements for New York City Transit include extending bus routes B13 and B83 in Brooklyn and the Bx5 in the Bronx in order to get riders to popular shopping centers.

And two new Select Bus Service routes will be added in the coming months as part of the MTA's ongoing partnership with the New York City Department of Transportation.

Transit's $15.5 million worth of investments also includes improved intermodal connectivity. As mandated by the City Council, NYC DOT will provide ferry service every 30 minutes at all times 7 days a week starting next spring. NYCT bus and Staten Island Railway trips will be added or adjusted to connect to the new ferry trips.

The $3.4 million package of improvements for Long Island Rail Road includes upgrades on Huntington, Port Washington, Babylon, Hempstead, Oyster Bay and Montauk branches as well as service to Atlantic Terminal in Brooklyn and Barclays Center. Also included in the package is the addition of two cars to six rush hour trains that are at or near capacity.

As ridership continues to grow on Long Island Rail Road (in June the LIRR carried more customers than it has in any month in almost six years it continues to on Metro-North Railroad, as well.

On the Port Jervis Line, ridership is up four percent since the beginning of 2014 alone. The parking fee reduction is intended to recapture some of the ridership lost in recent years.

In addition, beginning in late 2015, Metro-North plans to initiate a new outbound, midday Port Jervis Line train to close a nearly three-hour service gap.
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Old August 1st, 2014, 02:58 PM   #2716
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SAS update for July, 86th Street station:


Second Avenue Subway: July 17, 2014 by MTAPhotos, on Flickr


Second Avenue Subway: July 17, 2014 by MTAPhotos, on Flickr


Second Avenue Subway: July 17, 2014 by MTAPhotos, on Flickr


Second Avenue Subway: July 17, 2014 by MTAPhotos, on Flickr


Second Avenue Subway: July 17, 2014 by MTAPhotos, on Flickr


Second Avenue Subway: July 17, 2014 by MTAPhotos, on Flickr


Second Avenue Subway: July 17, 2014 by MTAPhotos, on Flickr
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Old August 2nd, 2014, 12:58 AM   #2717
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Don't know if this has been pointed out, but the display signs on the R188 7 trains already include the Hudson Yards 34th street station. Look closely and you can see it's covered up by a black sticker or patch.

[/url]IMG_0207 by xzeyvionaryee, on Flickr
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Old August 2nd, 2014, 02:53 AM   #2718
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Already knew that.
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Old August 5th, 2014, 02:31 PM   #2719
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If the 60th Street tunnel is a bottleneck because it's used by three services, why is the R train not transfered to the 63rd Street tunnel? It's used by the F train only.

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Old August 6th, 2014, 05:24 AM   #2720
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