RollOver

Yes. For trains heading towards the Cranberry Street Tube to Brooklyn, the one that arrives and punches at West 4 Street first (without making an across-platform connection) is the train that gets into Canal Street first. However, if both the and Brooklyn-bound arrive and leave at the same time, the former gets into Canal Street first, then the former. The timers south of Spring Street will remain active for all downtown-bound express and local trains, to protect the switches before Canal Street, just in case a train begins crossing over and the has to slow down and wait about 120 feet away before the station. Those timers only lose you about 30 seconds or a full 1 minute. But I suppose you are correct that this wouldn't be a good idea.

I was talking about the alone, not the combined headways with the other lines.

More of my history changes... Canal Street : The southbound platform should have been equal to the northbound platform, meaning the X diamond switch should have been located to the north of the station instead of to the south of the station. Queens Plaza : The X diamond crossover switch on the southbound direction is located to the west of the station instead of to the east of the station. 14 Street–Union Square : The southbound platform should have been equal to the northbound platform, meaning the gap fillers should have never existed. I don't think the two X diamond switches should have been designed at either end of the station either. BMT Sea Beach Line: 8 Avenue, New Utrecht Avenue and Kings Highway should have been designed as express stations with four tracks and two island platforms, and the two center express tracks should have been designed for active. Current local-only service remains unchanged, however. Coney Island–Stillwell Avenue: The terminal has eight tracks and four island platforms. However... Tracks 7 and 8 are all located directly on Stillwell Avenue, but they both end at bumper blocks to the south of the station. However, to the north of the station, they continue directly on Stillwell Avenue. At the same time, there is an X diamond crossover switch, allowing originating/terminating BMT West End Line trains to reach the correct track. After that, the tracks all split into three and the BMT West End Line continues on Stillwell Avenue north towards the next stop, Bay 50 Street. The rest of the BMT West End Line to the north of Coney Island remains the same as it is in reality (except for the 9 Avenue area, which I will illustrate how it should have been designed sooner or later). Directly to the southeast of the station, tracks 3-6 have an X diamond crossover switch respectively, instead of midway between the terminal and the next stop southeast, West 8 Street–New York Aquarium. This allows the respective BMT Brighton Line and IND Culver Line trains to easily reach the correct track and also allows for all IND Culver Line trains to originate/terminate at Coney Island–Stillwell Avenue at all times instead of the current "every other" train turning at Kings Highway or Avenue X. The rest of the BMT Brighton Line and IND Culver Line to the southeast of the terminal remains the same as it is in reality. Directly to the north of the station, tracks 1-2 have an X diamond crossover switch. At the same time, tracks 3-4 continue north alongside tracks 1-2. Also at the same time, tracks 5-6 merge with tracks 3-4. There is also an X diamond switch that connects between track 2 and track 3 further north of the terminal, just in case a GO and a delay requires Manhattan-bound Sea Beach trains to be rerouted to the West End Line via the aforementioned connection. Everything else from this point on remains the same as it is in reality. The connection between tracks 1-2 and tracks 3-4 to the southeast of the station remains the same as well. I'll add one crossover switch that connects from the Coney Island-bound track to the Manhattan-bound track on the BMT Brighton Line midway between the Coney Island terminal and the West 8 Street station. This way, Sea Beach trains going to Manhattan or coming into Coney Island can be rerouted via the Brighton Line if necessary. More of my history changes coming sooner or later.

Yeah I get it...you and him say that they do 'better' on the only because of air-conditioning and it's an even swap...And I doubt we would see anymore R160s on the since it already has a total of 14 trainsets of R32s and 6 trainsets of R42s, meaning that's 85-90% SMEEs. You are correct about the spare ratio though. Because from what I've noticed that off-peak service only runs about 12-14 trainsets instead of 20 trainsets, meaning that's about a mixed fleet of R32s, R42s and R160s. And yes, I've counted about 4-5 sets of R32s during the off-peak and the rest being R42s and R160s. Numerous times.

Oh, okay, I see.

1) I thought Coney Island's shop facility only maintains and inspect the cars on the , , , and the Franklin Avenue Shuttle (R68, R68A and R160); the , and cars are just stored in the yard. It's Coney Island's overhaul facility that actually handles any cars. 2) You're right, so I was wrong to propose that.

Unless you actually work for the , and therefore, have more experience about the inner workings within the agency itself, you really shouldn't speculate about railcar maintenance and inspection. The R32s and R42s still have the highest breakdown rates according to the recent MDBF data than all other cars in the system anyway. It doesn't matter what lines they run on, because of their age. They'll always have problems no matter where they go. ...and speaking of East New York's shop facility, I still wonder how are they able to handle four different car types (R32, R42, R143 and R160)...Outside of this current swap, I think East New York should have handled the R143s and R160s as the primary fleet and the R42s as the minor. Meaning that they should have just use the R42s as put-ins and limited runs during rush hours only, so that way they're aren't needed for maintenance and inspection if they were to run at all times. But I guess that is what they did even before this swap came to existence, as I almost never caught an R42 during the off-peak.

And the only reason why you're even saying this is because "every other" 's were short turning at 2 Av or being sent via the to Coney Island and not just via the from Jay to Euclid. At the same time, "every other" 's were sent local via the tunnel to ease crowding at Jay. I mean the runs 12-15 trains per hour during the rush, so they probably sent half of them to a different line (the ) and the other half to another different line (the ) as the themselves described and wrote yesterday on their website about the incident. But anyway, I guess all they really wanted was to find an alternative way for trains to continue into South Brooklyn to avoid splitting the line into two sections due to the height of rush hour as Art Vandelay was pointing out above.

Yeah, no.

The signal problems were all located on the tracks between Jay and Bergen though, right? I mean you and anyone else here can support the reroutes, which in turn, delays the other lines that have nothing to do with the situation at hand, but as you know me very well in this site, I'm not going to. I'm keeping the problems isolated, unless you really have to reroute the line if there's no other options like a short turn where for example 2 Av and York St both offer, and I choose the latter.

Are you and Art Vandelay seriously telling me that there's no X diamond crossover switch south of York Street for trains to relay nor a crew room either? How nonsensical. The signal problems were located at Jay Street-MetroTech. Where else do you think the should terminate then? @Appa and trainfan22: Why affect the and instead of just leaving the problems isolated to the and ?

Just have the run in two sections and that's it: 1. Between 179 St and York St. 2. Between 4 Av-9 St and Stillwell Av. Free shuttle buses can replace the between York St and 4 Av-9 St. The remains suspended between Bedford-Nostrand or Hoyt-Schermerhorn and Church. Free shuttle buses replace the between Bedford-Nostrand and Hoyt-Schermerhorn. Plain and simple. The rest of the service changes (the reroutes of course) is what I see no point in doing, especially since those other lines will get affected by those reroutes. And it's pointless to have downtown trains make local stops between Canal and Atlantic.

I disagree with having trains make local stops southbound between Canal and Atlantic for this situation. Riders can take the at Jay St-MetroTech and change at Atlantic for Coney Island-bound service.

When the 62s were all moved to the , their orange stickers never got changed. Though when the 62As were moved from the to the to retire the remaining Redbirds, the 62As' yellow stickers were changed to purple stickers. R62AR33 aka junjun always seems to believe that the returning 62As to the will get yellow stickers again, smh.

Eh, those Rockaway Park residents are something else for proposing something that had been eliminated many years ago, but I suppose they can send run the Rock Park shuttle every 10 minutes if all 's go to Far Rock.

Didn't we agreed that all Lefferts Boulevard trains are better off turning at Howard Beach-JFK Airport and not sending all of them to Far Rockaway (with those 5 rush hour-peak direction trips to/from Rockaway Park)? More service is needed at Howard Beach and north of that station, not the Rockaway peninsula. We'll talk about this more in the Proposal Thread or maybe a new thread about the upcoming full-line reviews about the and .

Thanks. I thought about some or half of them lay up on the express tracks & the storage tracks between Ocean Parkway and Brighton Beach overnight. But yes, in general, the is based from Coney Island Shop.

Delays Posted: 06/30/2015 8:01AM Due to signal problems at Coney Island-Stillwell Av, northbound and trains are running with delays. Allow additional travel time. What does this have anything to do with the ? Unless they mean that there are a small few that do come out of the Coney Island yard for the AM rush, meaning there's a every 6-8 minutes. But because of the signal problems at the Coney Island terminal, then obviously the will also be late as well.

I'm just going by what Fan Railer himself said.

I'm surprised they still haven't got that so-called power issue in the peninsula fixed yet.

This is how your workweek begins in the subway all the time: Delays, signal problems, rail conditions etc. Delays Posted: 06/29/2015 8:05AM Due to signal problems at Freeman St, southbound train are running with delays. Allow additional travel time. Service Change Posted: 06/29/2015 9:05AM Due to signal problems at Myrtle Av-B'way, the following service changes are in effect: There is no train service between Broadway Junction and Marcy Av in both directions. There is no train service between Middle Village-Metropolitan Av and Marcy Av in both directions. Customers are advised to use B13, B38, B39, B46 and B47 bus service making nearby station stops. Allow additional travel time. Delays Posted: 06/29/2015 8:07AM Due to signal problems at Elmhurst Av, 71 Av-bound and northbound trains are running with delays. Allow additional travel time. Delays Posted: 06/29/2015 8:04AM Due to signal problems at 5 Av-59 St, southbound , and trains are running with delays. Allow additional travel time.

Yes, you are 100% correct. I think this is how I got so confused.

Late reply, but whatever. Look, I get it. The 75 footers have less horsepower than the 60 footers. And yeah, generally, NTTs are faster than SMEEs simply because they're the newer cars, whereas the SMEEs are the older cars. But you and I both know that they're not going to make the local and the express on the Brighton Line for obvious reasons.

Agreed. Jamaica Center can handle 12 trains an hour with the combined and during the Hillside Avenue weekend shutdown. This will also allow both lines to swap trains if they come out of place (just like Flatbush Avenue, Ditmars Boulevard and even 207th Street). During rush hours, the Jamaica Center always handles 12 trains an hour with the alone.

The underground express portion of the line also probably didn't do much to help relieve the 32s' aging air units I guess. Another thing is that the off-peak 9 trains per hour frequency (west of Rockaway Blvd), including the higher rush hour frequencies in general, is/was too frequent for them to be cranking the signs from Lefferts to Far Rock or from Far Rock to Lefferts. The R46s' electric side signages are easier. There weren't enough R32s to cover half of the 's fleet anyway, so of course half of the 50 R42s from ENY had to run on the line or 3 extra trainsets of R46s from Jamaica or even Pitkin itself, which was a bad idea because it slightly lowered the number of trains needed for spares. These are all the reasons why they stop doing the / swap permanently.