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idk i feel like co-op isn’t that known for a train to be rerouted like that-just seems excessive but the 6 train should definitely go to co-op that’d make life way easier ngl
Fun Fact: The R110A and R110B cars were a prototype train car for both the A B and C Division of the Subway. The R110A was constructed for the A division by Kawaski Heavy Industries in 1992 as a "New Train Technologies to test various types of technologies." The R110B cars were built and ordered by Bombardier of Canada in 1989 for the exact same reasons as the R110A for the A divison.
Gonna miss the 62’s forreal and the door chimes. I always loved the design too. Probably the first subway car I’ve seen and rode when I was VERY little. I would always watch them from my grandmother’s project building window at 125th St. Station. I wish they kept a similar look but upgraded the tech, almost like how DC’s newer rolling stock still resembles their old but it looks more updated.
How does weekend demand compare with midday weekday, especially in the outer boroughs? I used to work near Brighton Beach and occassionally rode the Brighton Line at midday [e.g , doctor appointment in Manhattan]. I encountered empty B trains and half-empty Qs, compared with crowded Qs on weekends. The LIRR used to get this right: hour headways midday weekdays at my Kew Gardens station, but half-hour or better on weekends and evenings up to 1:00 AM. I now see the same problem here in suburban Philadelphia. SEPTA runs hourly service on my West Trenton branch on weekday afternoons when most people are otherwise occupied, but when I want to ride on weekends it's two hours and I end up just not going to Center City.
One of the nastiest effects of the elimination of the B on weekends is that it cuts the Brighton Line and DeKalb Avenue off from the IND trunk lines. The D should stop at DeKalb when the B isn't running. That would if course naje the de-interliners tyrn red in the face, but I'd remind them thatbon weekends there isn't that much of a capacity issue, and that the subway us not a model train layout -- it has real hunan passengers.
First, I cannot be convinced that the express saves as little as 3 or 4 minutes. Tge rule of thumb I developer during 70 years riding NYC subways was that each lical stop adds about 3/4 of a minute to run time and, with 9 skipped stops, would expect the diamond 6 to shave about 7 minutes off the run. Next, I don't understand why there's a problem. Crossing the locals and expresses should cause no more congestion than merging them, and these trains were sharing a track in Manhattan, so there is sufficient capacity at the crossover. Of course there's friction due the timing, but not cascading delays. BTW, wouldn't the proposal to remerge the services to continue local to Pelham Bay Park generate at least the sane friction at Parkchester, plus the turnaround problems at Pelham, plus the expense of more not-particularly-needed extra operation? I wonder if the capacuty of a single track for turning all those locals is being taxed. Finally, I'll add that in those 70 years of riding, including many pre- and post-Chrystie trips through Dekalb Junction and Myrtle Junction [BTW, DeKalb Junction has been completely de-interlined; the current problem is with Myrtle, the interlocking that sorts trains onto the two sides of the Manhattan Bridge] the only place I have experienced consistent severe and cascading delays is on the southbound local track on the QBL entering Forest Hills.
I think the G returning to Queens Blvd is a great idea. However, instead of having it terminate at Continental Avenue, I would prefer the G to instead run to either Jamaica Center or 179 St. The W should also be extended to Brooklyn full-time, however instead of sending it to West End my preferences say it should run to Bay Ridge - 95 St instead. If we’re talking about extra service along West End, I propose Z service being cut completely between Jamaica Center and Chambers Street. The Z can instead regularly run between Chambers Street in Manhattan to Bay Parkway. The J can serve all stations in Brooklyn and Queens while also eliminating skip-stop service.
Onboard CBTC equipment isn't all that difficult to install on each and every subway vehicle the MTA presently has in its possession ; sshhhheeeiitt, even a BMT 67-foot Standard, or the R1/R9s, can have this equipment installed. It's just labor-intensive.
I THINK THAT THE R262 WILL GO TO THE 2 4 5 AND 42 STREET SHUTTLE LINES AND SOME ON THE 3 LINE AND THE R142 ON THE 2 AND 5 LINES WILL BE PLACED IN TO SERVICE ON THE 1 AND 3 LINES AND THE MIXED R142 AND R142A WILL BE PLACED IN TO SERVICE ON THE 6 LINE
The b39 is a good bus when the 3rd rail loses power it’s basically the only way getting home for a lot of people besides walking which takes a long time it’s just there as an emergency train
I prefer my bucket seats over the NTT seating. Makes me feel like I'm actually sitting in a chair, while the others make me slide when accelerating and decelerating.
You didn't mention the elevated walkway to Shea Stadium that has been removed. You could watch the ballgame from it. Also, I'd like to see a video about the Atlantic Ave. station on the L train. Once a major junction on BMT's Eastern Division, it had six tracks and most of the structure is still standing. The Eastern Division also has other remnants of defunct lines such as the Essex St. trolley terminal, Broadway Ferry stub, upper level at Myrtle Ave. and the structure that connected Atlantic Ave. to the Fulton St. el.
I'm from New York City and I used to take the 4 train all the time but in 1991 I was still a kid so I never knew about this living in Jersey at the time so this was really interesting and you have a good voice for it so I'm going to subscribe to you thanks man for that for the story
Here's my take: why not run skip stop services so that trains for each line stops once every three simple stop stations and at all interchange stations?
Im' a long-time resident of the area and wanted point out some issues. 1. 2 and 5 crawl between Atlantic and Flatbush. There are too many stations too close together in between those two points 2. B44 on Bedford Ave. Bedford Ave corridor cuts through some of the highest income neighborhoods in NYC and is mostly made up of free-standing single-family houses. There are too few businesses within reasonable walking distance. Car ownership rates are high. Its probably the least congested north-south corridor south of Flatbush Ave. Basically, good luck overcoming NIMBY. Best to keep B44 on Nostrand. Akin to M15 SBS on 2nd ave. Those busses are full despite the 2nd ave Subway. 3a. Subway Extension via Nostrand Ave to Manhattan Beach. It's probably best to have an engineering study determine which option is best, above or below grade. 3b. Subway Extension via Nostrand Ave to Manhattan Beach. The existing line from Atlantic to Flatbush would need to have Express tracks added. See point 1. above. The express tracks would be needed to accommodate reasonable transit times and to handle additional passenger traffic from south Brooklyn.
I grew up near 125th 4/5/6, grandmother lived in manhattanville near the 1, so its a nostalgic station for me. Plus its elevated with nice views down 125th
I actually am hoping this little project goes down as a 3rd Avenue Line into Bay Ridge (or closer to the water and piers, like the old trolleys and BMT did). Could add a bit of accessibility there for some neighborhoods.
Have an ‹N› service running at weekends in summer that operates as an extension of the B from Brighton Beach to Ocean Pkwy (where it would wait for several minutes to ensure punctuality), Aquarium, Coney Island, Kings Hwy, 59th St, Sunset Park, Pacific St, Union Sq, Herald Sq, Times Sq, Carnegie Hall, 5th Av, 59th St - Lexington Av, Queensboro Plaza, Astoria Blvd and Astoria Ditmars Blvd.
YUP, YUP, and YUP! Even the BMT 67-foot Standard coaxhes, and the R1/R9s, can be retrofitted. All It'll take is two circuit boards per car, plus other items.... Btw, the 44/46 series were delivered with that capability; the equipment was never activated.
Here’s my prediction! R211 will be on the (A) (B) (C) (D) (E) (F) (R) With that the R42 at Pitkin can retire. R160 5 car sets can be put on the (G) to expand the fleet (I’m hoping for 10 car trains). Then the rest of the R160 cars from can be moved to coney which will use R160 and R68. R179 4 car sets from the (C) can be put on the (SR) as well as the (J) and (Z) expanding their fleet. Five car R179 from the (A) can be placed on the (B) and (C).
I think it would be a good idea for there to also be a non radial subway line through the bronx where it would go from kingsbridge to co-op city and all the way to throggs neck and maybe even going across the river to queens and have it also be a non radial line that goes through queens.
The Rockaway Beach Line as you describe it was always known to me and others in Queens as “The Glendale Cut Off”. Your plan is sound except it doesn’t account for interconnection between existing LIRR trackage and the Glendale cutoff. The original architecture of the LIRR system was loops between points which would enable easy return of Point trains to their origin. The Rockaway Branch of the LIRR directly connected to the current A train Far Rockaway -Mott Avenue station. The tracks are only 1,000 feet apart and they should be reconnected to allow shared services. In fact if the original tracks remained during the Hurricane Sandy Disaster that took out the infamous Rockaway Causeway Trestle, service to the Rockaway could’ve been immediately restored through the LIRR trackage. Additionally, the Glendale cutoff was instrumental in routing train service around the tragic Christmas season train collision at the J Interlock south of the Kew Gardens station in 1950. Greater thought must be made on efficient organization of transit assets. A central Queens line or lines such as the Glendale cutoff aka Rockaway Line should be instituted along with new technology transit projects such as extension of AIRTRAIN from JFK to LGA as well as an Air Train Long Island running from a loop in Midtown Manhattan to I-495 and then East to Riverhead with eventually service along the LIRR trackage to Montauk and Northport. Next time I will disclose what I know from a decease neighbor about the Carey Transportation Railbus out off the now defunct Eastside and Westside Airline Terminals to JFK out of the QMT to the Jackson & Vernon LIRR station then down the City Division of the LIRR trackage to the Glendale Cutoff interconnect in Forest Park then south to Old Howard Beach where it left the tracks and traveled by roadway to the JFK terminal complexes! “”What can be conceived can be created”.. Enzo ‘IL Commantore’ Ferrari ‼️😉
Here are my new up to date predictions based on where the R211's would be assigned to: Eastern Division: I feel like this is a bit complex since the MTA would have difficulty on where to place the 32 R211's of the second option order. My educated guess is that
