I think many of us are familiar with the name of David Klepper, formerly of NYC and now Israel, who for years was regarded as something of a sage here. He’s been missing in action since the new management and forums have debuted. Yesterday on a whim I emailed him at an address I found online and this morning received the reply I’m posting below. I have to confess that my limited computer skills prevent me from doing what he asked, so I’m going to hope that someone else can help Dave out and get him back in here where he belongs.
I’m having server and computer problems. Much of the time I
cannot even pull-up the website and read the news, which is very
important to me. But when I do reach the website, I cannot log-in;
the website does not recognize any of the passwords I’ve used,
including any submitted sice the website improvements. The website
tells me a confirmation and temporary password will appear on my email
box, and it just never shows up! I think the new Crown website needs
a faster bit-rate transmission speed that Israeli servers provide.
I’ve attached some pdfs. If you know the simple techniques of deriving good clear jpgs from pdfs, either with Firefox or Adobe, by all means become my messenger to the website readers."
He then attached six pdf. files which I cannot attach here; one is about EJ Quinby and another about Queensboro Plaza’s track simplification.
I have noticed that some of the emails that used to be sent to me are getting hit by quarantine software and you will get notified in spam of all things to approve the release. It doesn’t help with websites. I have logged in as others to set passwords or update email addresses. It really depends on the level of trust
I’ll have to see if I can arrange the pages vertically. I’ll have to devote time to this later. John Deere repairs have to come first, before the rain comes along!
Again click to enlarge. These are scans, converted to .pdfs then compressed and extracted, converted to jpgs then uploaded here. It’s a wonder there’s any data left
I had to install an app for everything to convert from the standard web browser format to the new, easier to use format. Everything still shows up in my Google Chrome browsing history but the app is much more reliable.
All I can tell you is that I had to download the app when I signed in the first time using “trains com” instead of bookmarks I had previously saved. Ask Dave to try simply googling “trains.com” and see what happens when he tries to log in.
Hmmm, I don’t remember seeing anything about downloading an app when first signing up for the new forums, but I was using Firefox to login and not Chrome. I’m pretty sure I used the link provided in the email announcing the new forums.
Ed: The second missive from Dave was quite legible.
Finally got some local help with both sever and computer problems, and was able to log in. I deeply appreciate your concern and hope to continue to make it worthwhile.
Both before and after June 1940 Unification of City’s rapid transit lines and abandonment of much of the BMT and bIRT elevated network. Rush-hour steel trains ran only to and from Kings Highway, with elevated train service from Park Row providing the only service south to Coney Island during rush hours before unification, and elevated equipment 9th Avenue (connection to West End trains timed) - Coney Island after unification. The culver elevated structire kept its exposed elevated-type 3rd rail until preparations for take-over by IND service (initially the D from the Bronx, then the B from Washington Heights and 6thy Avenue, and now the F from Queens). On the gate-car train photo entering Ditmas Avenue station, note the third rail on the center track has already been converted to cover-board equipped subway-type, but the local track still has the elevated type. BMT subway 3rd-rail shoes could contact both types.
Accidentally rode the second “Concourse-Culver” through train on that memorable Saturday in 1954 as I had nothing better to do that afternoon (I had gone home from college for that weekend–I don’t remember why–possibly for my mother to do my laundry). Hadn’t heard about the ERA until 4 years later.
The West End Line had subway-type 3rd rail as built in my memory. Rush-hour steel trains ran only to Bay Parkway STatIon, reversing in the center track in the station. Elevated equipment with subway-type shoes, and painted green. Instead of brown, shuttled from Bay Parkway to Coney Island, The result was that half of the 8-track Stillwell Avenue Coney Island Station saw only elevated equipment rush hours. When the “A” was extended to Euclid Avenue, ridership oin the remnant of the FulTon Street Elevated, reduced to a Rockaway Avenue (free-transfer to “A”) - Lefferts Avenue service at Unification. declined, short-turns to Grant Avenue were dropp;ed, and ex-Fulton “C-types” replaced gate cars, first on the Culver, and then West End, with subway-type shoes. Transfer of surplus Staten Island cars to BMT lines and post-WWII deliveries ended the steel-car shortage.
Don’t forget the use of Lo-Vs with extenders on the BMT in addition to the SIRT cars.
Last sentence a comment by Jack May
Staten Island cars used on BMT Culver Line at Ditmas Avenue
Here is the Queensboro Bridge Queens approach photo photo edited on show a 2nd Avenue Elevated train exiting the ridge, a service that ended in q1942, when I was ten, a sight I saw but never photographed:
